Boston Regional STOPS Summary Report

1.0 Boston Regional STOPS Model 2050 Scenario

The purpose of this report is to document that calibration and results of a STOPS run for technical QA/QC purposes. It can also be used to communicate information about the project. Additionally, it can serve as a useful reference when questions unexpectedly arise.

This Boston Regional STOPS Model 2050 Scenario version of the STOPS application Boston_Regional_STOPS is using STOPS version STOPS-v2.53 - 06/07/2024, and was run on 5/28/2025. The results file being reported is: A2_MBTA-CATA-MWRTA-BATA-MVRTA#MBTA50-CATA-MWRTA-BATA-MVRTA#MBTA50-CATA-MWRTA-BATA-MVRTA_STOPSY2050Results.prn.

The STOPS mode for this run is Special Markets. The base year is 2024, the No-Build year is 2050 and the Build year is 2050. If the No-Build and Build scenarios have yet to be defined, the years will be zero.

The files used to generate this report are:

  • A2_MBTA-CATA-MWRTA-BATA-MVRTA#MBTA50-CATA-MWRTA-BATA-MVRTA#MBTA50-CATA-MWRTA-BATA-MVRTA_STOPSY2050RESULTS.PRN, dated 2025-05-28 03:14:10

  • BOSTON_2050.CTL, dated 2025-05-27 16:56:46

  • STOPSSTATIONS.SHP, dated 2025-04-10 11:09:42

  • A2_DISTRICTZONE.SHP, dated 2025-05-27 17:02:16

2.0 Settings & Inputs

This section reviews the primary settings and options available within STOPS. It also reviews the input data STOPS requires and uses for calibration. Finally, it reviews the tabulation setups, including the district and station group systems. This helps to ensure that STOPS has the best information and is properly designed to use the information.

Please note that most descriptions in this section are quoted directly from the “Simplified Trips on Project Software User Guide Version 2.52-2.53” written in February 28, 2024.

2.1 Primary Settings

This application uses STOPS’ Special Markets mode, using the STOPS-v2.53 - 06/07/2024 version. “This parameter controls the type of model that STOPS uses to forecast transit ridership. The options are:

  1. Synthetic. This is the default mode and means that STOPS generates estimates of transit ridership from travel patterns contained in the Census Transportation Planning Products (CTPP), transit service characteristics from transit schedules, and transit usage obtained from count databases. This form of the model is most similar to conventional ridership forecasting procedures.

  2. Special Markets. The mode is similar to the Synthetic Mode but adds travel demand estimates for special markets that are not well-represented by the CTPP Journey-to-Work (JTW) flows. Example special markets include air passengers and university students. When this option is selected, the user should also specify the Import File Name.

  3. Incremental. In this mode, the user provides an import file containing transit trip table information (and optionally, person travel information). STOPS uses this information to develop person trips and transit trips that closely match the input transit trips for the existing scenario. Forecasts for different years and transit scenarios represent the impact that incremental changes in population, employment, and transit levels-of-service have on transit ridership.

  4. Synthetic + Incremental. This mode is a variation of Mode 2 Special Markets. The difference is the situations in which CTPP JTW flows or special market flows are used. In each case, TAZs which are included in the special market database are identified with a dollar sign in the TAZ name. The difference occurs in cases where a trip travels between a special zone and a regular zone. If Mode 2 is selected, then trips between a special and non-special zone must be included in the special markets trip database. If Mode 4 is selected then trips between a special zone and a regular zone are developed from CTPP data. The former approach is most applicable in cases where a special market survey was conducted covering all origin locations traveling to or from the special activity center (e.g., an airport or university coded with a dollar sign in the TAZ name). The latter approach is applicable when a transit Origin-Destination survey was conducted in a portion of the region but the modeling area needs to be larger to cover the project service area. In this case, TAZs in the transit survey area are coded with a dollar sign in the TAZ name and TAZs outside of the survey area are coded with a “~” (i.e., not “$”) in the TAZ name.” 1

The application uses the 2012-2016 ACS Zones dataset as a basis for estimating trip patterns.

The following table shows the person trip rates per Journey to Work record used by STOPS. It also indicates whether the default values have been changed. “These fields are pre-populated with STOPS defaults for the number of person trips by purpose that are generated for each Census Journey-to-Work record. These default values are based on analyses of the surveys used in the original STOPS calibration. If better local information exists, the user can enter these values on the parameter screen and STOPS will generate person trips according to this refined local information. Each time STOPS runs, it checks to see that each of these values lies within the range of 0.001 and 20. If not, then STOPS resets these trip rates back to the defaults shown in the example.” 2

While these rates are important for Synthetic applications, the local transit survey ‘drives’ the predicted person trips for Incremental STOPS applications.

Comparison of Default and Applied HBW Trips per JTW Record
Description Default This Application Delta
0-car HHs 1.64 1.64 0.00
1-car HHs 1.43 1.64 0.21
2+car HHs 1.54 1.64 0.10
Comparison of Default and Applied HBO Trips per JTW Record
Description Default This Application Delta
0-car HHs 6.58 6.58 0.00
1-car HHs 5.65 6.58 0.93
2+car HHs 6.04 6.58 0.54
Comparison of Default and Applied NHB Trips per JTW Record
Description Default This Application Delta
0-car HHs 3.45 3.45 0.00
1-car HHs 3.26 3.45 0.19
2+car HHs 3.68 3.45 -0.23

2.2 GTFS Network

The following table shows the transit service levels assumed for the existing year and calibration. Work trips are estimated using the peak transit service levels. Non-work trips are estimated using the off-peak transit service levels.

The peak period reflects all transit routes that could conceivably be used for a trip arriving at its destination between 8 and 9 AM. The off-peak period reflects the same data for a trip arriving at its destination between 12 and 1 PM.

Table 10.03-04: Existing Year Transit Service Levels
Period Trips Miles Hours Avg Speed
Peak 4,785 30,022 2,443.0 12.3
Off-peak 4,298 28,114 2,376.1 11.8
Total 9,083 58,136 4,819.1 12.1

The following tables list the GTFS networks used in this application by alternative.

Table: GTFS Network Summary (Existing)
# Location Date Day
1 MBTA  2024-10-02 Wednesday
2 CATA  2024-10-02 Wednesday
3 MWRTA  2024-10-02 Wednesday
4 BATA  2024-10-02 Wednesday
13 MVRTA  2024-10-02 Wednesday
Table: GTFS Network Summary (No Build)
# Location Date Day
5 MBTA50  2024-10-02 Wednesday
6 CATA  2024-10-02 Wednesday
7 MWRTA  2024-10-02 Wednesday
8 BATA  2024-10-02 Wednesday
17 MVRTA  2024-10-02 Wednesday
Table: GTFS Network Summary (Build)
# Location Date Day
9 MBTA50  2024-10-02 Wednesday
10 CATA  2024-10-02 Wednesday
11 MWRTA  2024-10-02 Wednesday
12 BATA  2024-10-02 Wednesday
21 MVRTA  2024-10-02 Wednesday

The calendar day selected must be consistent with the count data used in the application. Also, park-ride lots must be manually coded in the PNR.txt file.

2.2.1 Routes

The following table shows the corridor transit service levels. These routes are identified in the “2-keyroutes.csv” input file.

Table 10.03: Peak Corridor Transit Service Levels for the Existing Year
Route Name Trips Miles Hours Avg Speed Avg Dist Avg Time
–Blue Line-Blue Line-Rapid Tr 104 597 34.6 17.3 5.7 19.9
–East Boston Ferry-East Bosto 10 5 1.7 3.2 0.5 10.0
–Hingham/Hull Ferry-Hingham/H 25 230 14.8 15.5 9.2 35.6
–Charlestown Ferry-Charlestow 22 20 3.7 5.6 0.9 10.0
–Winthrop/Quincy Ferry-Winthr 4 25 2.1 12.2 6.4 31.2
–Lynn Ferry-Lynn Ferry-Ferry 4 33 2.7 12.5 8.3 40.0
–Fairmount Line-Fairmount Lin 14 126 7.0 18.1 9.0 30.0
–Fitchburg Line-Fitchburg Lin 10 452 14.7 30.8 45.2 88.2
–Franklin/Foxboro Line-Frankl 12 306 12.9 23.8 25.5 64.3
–Greenbush Line-Greenbush Lin 7 170 7.3 23.1 24.2 62.8
–Haverhill Line-Haverhill Lin 12 267 11.3 23.7 22.2 56.4
–Kingston Line-Kingston Line- 5 165 5.2 31.7 33.0 62.4
–Lowell Line-Lowell Line-Comm 11 266 8.6 31.0 24.2 46.7
–Middleborough/Lakeville Line 7 241 7.2 33.5 34.5 61.7
–Needham Line-Needham Line-Co 8 104 5.9 17.8 13.1 44.1
–Newburyport/Rockport Line-Ne 16 526 19.8 26.6 32.9 74.2
–Providence/Stoughton Line-Pr 21 757 23.3 32.5 36.1 66.7
–Framingham/Worcester Line-Fr 20 705 26.1 27.0 35.2 78.3
–B-Green Line B-Rapid Transit 63 405 47.7 8.5 6.4 45.4
–C-Green Line C-Rapid Transit 62 324 37.0 8.7 5.2 35.9
–D-Green Line D-Rapid Transit 62 863 65.7 13.1 13.9 63.6
–E-Green Line E-Rapid Transit 84 621 63.9 9.7 7.4 45.7
–Mattapan Trolley-Mattapan Tr 67 162 8.9 18.1 2.4 8.0
–Natick Commuter Shuttle-Nati 3 12 1.8 6.7 4.1 37.0
–Orange Line-Orange Line-Rapi 79 864 54.2 15.9 10.9 41.2
–Red Line-Red Line-Rapid Tran 84 1,183 68.5 17.3 14.1 49.0
Table 10.04: Off-peak Corridor Transit Service Levels for the Existing Year
Route Name Trips Miles Hours Avg Speed Avg Dist Avg Time
–Blue Line-Blue Line-Rapid Tr 83 478 27.7 17.3 5.8 20.0
–East Boston Ferry-East Bosto 10 5 1.7 3.2 0.5 10.0
–Hingham/Hull Ferry-Hingham/H 11 113 8.5 13.3 10.3 46.4
–Charlestown Ferry-Charlestow 18 17 3.0 5.6 0.9 10.0
–Winthrop/Quincy Ferry-Winthr 3 19 1.4 13.1 6.2 28.4
–Lynn Ferry-Lynn Ferry-Ferry 1 8 0.7 12.4 8.3 40.2
–Fairmount Line-Fairmount Lin 17 144 8.1 17.9 8.5 28.5
–Fitchburg Line-Fitchburg Lin 11 444 14.4 30.9 40.4 78.3
–Franklin/Foxboro Line-Frankl 11 285 10.9 26.2 25.9 59.3
–Greenbush Line-Greenbush Lin 9 218 9.4 23.2 24.2 62.8
–Haverhill Line-Haverhill Lin 13 285 12.3 23.2 22.0 56.7
–Kingston Line-Kingston Line- 8 264 8.1 32.7 33.0 60.5
–Lowell Line-Lowell Line-Comm 5 121 3.8 31.4 24.2 46.2
–Middleborough/Lakeville Line 8 276 8.1 34.2 34.5 60.6
–Needham Line-Needham Line-Co 10 131 7.1 18.4 13.1 42.5
–Newburyport/Rockport Line-Ne 18 540 19.9 27.1 30.0 66.3
–Providence/Stoughton Line-Pr 19 679 20.8 32.7 35.8 65.5
–Framingham/Worcester Line-Fr 12 486 18.8 25.8 40.5 94.1
–B-Green Line B-Rapid Transit 81 509 62.1 8.2 6.3 46.0
–C-Green Line C-Rapid Transit 72 365 44.0 8.3 5.1 36.7
–D-Green Line D-Rapid Transit 73 1,018 77.9 13.1 13.9 64.1
–E-Green Line E-Rapid Transit 87 732 78.2 9.4 8.4 54.0
–Mattapan Trolley-Mattapan Tr 66 159 8.8 18.1 2.4 8.0
–Natick Commuter Shuttle-Nati 1 5 0.5 11.1 5.2 28.2
–Orange Line-Orange Line-Rapi 81 886 55.4 16.0 10.9 41.0
–Red Line-Red Line-Rapid Tran 106 1,505 86.9 17.3 14.2 49.2

The calendar day selected must be consistent with the count data used in the application. Also, park-ride lots must be manually coded in the PNR.txt file.

2.2.2 GTFS Connectors

The GTFS connectors setting “determines how access connectors are built in the path-building steps. The setting for this run is 04.

“The default 00 (none selected) or 01 (default) uses the original STOPS approach of building all connectors according to straight-line distances. Option 02 reads a user-provided street file (described in Section 4.3, Walk Shape File) to generate walk connectors. Option 03 uses MPO skims to develop a better estimate of Kiss-and-Ride and Park-and-Ride travel times. Option 04 combines Options 02 and 03.” 3

2.3 Tabulation & Calibration Setups

The TAZs used in this application reflect 2012-2016 ACS Zones and subdivided in the corridor to better reflect access to individual stations.

2.3.1 Districts

Districts are aggregated TAZs used for reporting purposes and to calibrate STOPS to local travel patterns. There are 36 districts, with the first 10 districts reflecting the corridor:

Bostn, Maldn, EBstn, Smrvl, SBstn, Rxbry, Brkln, Mlrse, Lynn , Wlthm, Quinc, Dedam, Newtn, Andvr, Salem, Concr, Brktn, Norwd, Frmhm, Lwrnc, Nbprt, Ayer , Plymt, SW_MA, Wbrgh, Manch, Dover, NW_MA, NBedf, Provi, Worce, W_MA1, Brnst, S_RI , W_MA2, Other.

2.3.2 Station Groups

In a similar way, transit stations are grouped for reporting purposes and to calibrate STOPS to local transit patterns.

There are 40 station groups:

1-Bostn , 2-Maldn , 3-EBstn , 4-Smrvl , 5-SBstn , 6-Rxbry , 7-Brkln , 8-Mlrse , 9-Lynn , 10-Wlthm , 11-Quinc , 12-Dedam , 13-Newtn , 14-Andvr , 15-Salem , 16-Concr , 17-Brktn , 18-Norwd , 19-Frmhm , 20-Lwrnc , 21-Nbprt , 22-Ayer , 23-Plymt , 24-SW_MA , 25-Wbrgh , 26- , 27- , 28-NW_MA , 29-NBedf , 30-Provi , 31-Worce , 32- , 33-Brnst , 34-S_RI , 35- , 36-MTPN , 37-MVRTA , 38-BATA , 39-MWRTA , 40-CATA

The first 10 groups reflect the corridor:

1-Bostn , 2-Maldn , 3-EBstn , 4-Smrvl , 5-SBstn , 6-Rxbry , 7-Brkln , 8-Mlrse , 9-Lynn , 10-Wlthm

2.4 District Map

The following map shows the districts and transit stops (black). If a project has been defined (using NEWSTATION in the STOPSStation.SHP file), the map will also display the project stations (Green=PNR, Red=non-PNR).

2.5 Population & Employment

This section summarizes the population/employment information provided by the MPO and/or the region’s travel demand model. Four sets of MPO population and employment are provided to STOPS: the CTPP year, existing/current year, the No Build year and the Build year. In some cases, 3 or 4 sets will be identical.

2.5.1 Corridor-Level

The population and employment for the corridor are provided in the following tables. In the first table (Table 12.01a), the first column is the number of workers reported in the CTPP data. The CTPP data includes information on work trips reported by workers, and therefore does not have any direct information on the general population (i.e., workers plus non-workers). As a general rule, CTPP workers are usually half of expected population. The second column is the MPO-reported population for the “CTPP year”. For STOPS models using 2006-2010 ACS datasets to estimate travel patterns, the CTPP year is designated as 2008. Providing the MPO population for the CTPP year helps STOPS to scale the growth between the CTPP year, existing and future years. The third column is the population for the existing analysis year (2024).

The second table (Table 12.01b) provides the same information for employment. The first column is employment reported in the CTPP data. The second column is the MPO-reported employment for the “CTPP year”. The third column is the employment for the existing analysis year.

Table 12.01a: Comparison of CTPP & MPO Corridor Population
District Workers from CTPP Year Population (CTPP Year) Population (Existing Year) Population (No Build Year) Population (Build Year)
1-Bostn 58,337 104,422 119,101 161,631 161,631
2-Maldn 93,729 178,734 184,076 204,913 204,913
3-EBstn 79,118 141,174 148,935 183,925 183,925
4-Smrvl 98,860 168,752 182,880 213,322 213,322
5-SBstn 81,687 154,593 161,294 189,742 189,742
6-Rxbry 45,166 93,668 98,392 113,404 113,404
7-Brkln 76,384 151,347 160,670 189,400 189,400
8-Mlrse 70,883 135,392 140,610 148,304 148,304
9-Lynn 56,560 117,697 119,956 124,044 124,044
10-Wlthm 100,563 191,910 196,009 200,825 200,825
Total 761,287 1,437,689 1,511,923 1,729,510 1,729,510
Table 12.01b: Comparison of CTPP & MPO Corridor Employment
District CTPP Employment (CTPP Year) Employment (CTPP Year) Employment (Existing Year) Employment (No Build Year) Employment (Build Year)
1-Bostn 388,934 338,908 393,776 445,303 445,303
2-Maldn 69,366 72,381 79,281 84,579 84,579
3-EBstn 47,262 52,280 77,846 113,100 113,100
4-Smrvl 109,372 116,506 178,058 232,527 232,527
5-SBstn 51,800 69,938 79,221 90,901 90,901
6-Rxbry 40,259 49,496 55,929 63,811 63,811
7-Brkln 117,845 96,006 111,206 131,668 131,668
8-Mlrse 64,662 76,276 74,150 74,226 74,226
9-Lynn 33,560 39,548 37,381 34,213 34,213
10-Wlthm 118,765 120,994 135,191 145,367 145,367
Total 1,041,825 1,032,333 1,222,039 1,415,695 1,415,695

2.5.2 Regional-Level

The regional population and employment are provided by district in the following tables. In the first table (Table 12.01c), the first column is the number of workers reported in the CTPP data. The CTPP data includes information on work trips reported by workers, and therefore does not have any direct information on the general population (i.e., workers plus non-workers). As a general rule, CTPP workers are usually half of expected population. The second column is the MPO-reported population for the “CTPP year”. For STOPS models using 2006-2010 ACS datasets to estimate travel patterns, the CTPP year is designated as 2008. Providing the MPO population for the CTPP year helps STOPS to scale the growth between the CTPP year, existing and future years. The third column is the population for the existing analysis year (2024).

The second table (Table 12.01d) provides the same information for employment. The first column is employment reported in the CTPP data. The second column is the MPO-reported employment for the “CTPP year”. The third column is the employment for the existing analysis year.

Table 12.01c: Comparison of CTPP & MPO Population
District Workers from CTPP Year Population (CTPP Year) Population (Existing Year) Population (No Build Year) Population (Build Year)
1-Bostn 58,337 104,422 119,101 161,631 161,631
2-Maldn 93,729 178,734 184,076 204,913 204,913
3-EBstn 79,118 141,174 148,935 183,925 183,925
4-Smrvl 98,860 168,752 182,880 213,322 213,322
5-SBstn 81,687 154,593 161,294 189,742 189,742
6-Rxbry 45,166 93,668 98,392 113,404 113,404
7-Brkln 76,384 151,347 160,670 189,400 189,400
8-Mlrse 70,883 135,392 140,610 148,304 148,304
9-Lynn 56,560 117,697 119,956 124,044 124,044
10-Wlthm 100,563 191,910 196,009 200,825 200,825
11-Quinc 67,885 129,638 135,144 147,777 147,777
12-Dedam 67,407 127,833 130,908 141,342 141,342
13-Newtn 43,057 89,291 90,509 98,204 98,204
14-Andvr 112,579 221,567 231,687 243,441 243,441
15-Salem 116,955 236,747 245,154 254,691 254,691
16-Concr 34,360 73,721 76,614 79,474 79,474
17-Brktn 175,224 361,667 371,633 377,076 377,076
18-Norwd 81,067 164,497 169,797 174,809 174,809
19-Frmhm 115,920 236,194 244,182 254,538 254,538
20-Lwrnc 283,424 591,419 614,695 653,660 653,660
21-Nbprt 78,480 161,513 168,548 183,099 183,099
22-Ayer 42,557 89,467 93,478 96,339 96,339
23-Plymt 123,440 249,205 260,523 270,191 270,191
24-SW_MA 275,340 544,580 563,092 568,684 568,684
25-Wbrgh 72,318 145,447 152,758 160,398 160,398
26-Manch 157,633 306,594 317,377 353,530 353,530
27-Dover 95,726 102,844 106,461 117,816 117,816
28-NW_MA 119,495 222,375 228,675 215,210 215,210
29-NBedf 127,313 263,109 270,242 249,981 249,981
30-Provi 396,899 806,739 833,516 830,828 830,828
31-Worce 201,584 433,015 451,009 462,274 462,274
32-W_MA1 12,664 31,328 31,472 28,060 28,060
33-Brnst 60,458 149,070 154,313 122,515 122,515
34-S_RI 81,526 158,763 164,346 164,346 164,346
35-W_MA2 15,880 33,769 34,341 33,529 33,529
36-Other 0 0 0 0 0
Total 3,720,478 7,368,081 7,652,397 8,011,322 8,011,322
Table 12.01d: Comparison of CTPP & MPO Employment
District CTPP Employment (CTPP Year) Employment (CTPP Year) Employment (Existing Year) Employment (No Build Year) Employment (Build Year)
1-Bostn 388,934 338,908 393,776 445,303 445,303
2-Maldn 69,366 72,381 79,281 84,579 84,579
3-EBstn 47,262 52,280 77,846 113,100 113,100
4-Smrvl 109,372 116,506 178,058 232,527 232,527
5-SBstn 51,800 69,938 79,221 90,901 90,901
6-Rxbry 40,259 49,496 55,929 63,811 63,811
7-Brkln 117,845 96,006 111,206 131,668 131,668
8-Mlrse 64,662 76,276 74,150 74,226 74,226
9-Lynn 33,560 39,548 37,381 34,213 34,213
10-Wlthm 118,765 120,994 135,191 145,367 145,367
11-Quinc 47,739 47,881 57,291 71,872 71,872
12-Dedam 35,678 61,582 62,943 67,103 67,103
13-Newtn 51,699 54,312 52,364 49,996 49,996
14-Andvr 159,370 150,326 155,210 150,552 150,552
15-Salem 113,262 121,860 119,052 114,566 114,566
16-Concr 45,377 50,665 53,349 52,735 52,735
17-Brktn 153,841 154,431 152,684 142,536 142,536
18-Norwd 84,277 104,601 99,294 91,603 91,603
19-Frmhm 137,050 150,193 145,267 136,626 136,626
20-Lwrnc 232,611 232,840 258,906 304,152 304,152
21-Nbprt 55,356 61,422 60,364 61,921 61,921
22-Ayer 36,442 39,434 41,436 51,857 51,857
23-Plymt 83,524 88,162 94,992 93,180 93,180
24-SW_MA 232,712 231,389 244,568 250,710 250,710
25-Wbrgh 94,396 88,748 93,377 91,968 91,968
26-Manch 146,675 144,331 156,288 204,339 204,339
27-Dover 108,575 65,369 70,785 94,265 94,265
28-NW_MA 82,016 62,763 68,522 67,111 67,111
29-NBedf 111,647 105,462 110,055 100,065 100,065
30-Provi 365,718 370,745 401,961 396,240 396,240
31-Worce 184,806 182,186 193,271 201,835 201,835
32-W_MA1 8,221 7,311 8,456 8,280 8,280
33-Brnst 61,864 67,292 69,604 55,233 55,233
34-S_RI 82,860 82,323 89,144 107,845 107,845
35-W_MA2 7,401 6,942 7,481 7,923 7,923
36-Other 0 0 0 0 0
Total 3,764,942 3,764,903 4,088,703 4,390,208 4,390,208

2.6 Auto Speeds

This section summarizes the auto speed information provided by the MPO and/or the region’s travel demand model. District-to-district auto speeds should reasonably reflect actual and/or expected conditions. The district-to-district average auto speeds provided to STOPS are shown in the following table. If there are no CTPP trips between D2D pairs then STOPS will give zero in that table. Please be aware that in this report only STOPS automatically creates an “Other” category to reference zones not identified as part of a district. Cells in the lists below with “Other” can be ignored. Also, please note that this automatically generated “Other” category is not the same “Other” in the D2D trip tables shown in later parts of this report.

Table 13.07: Intra-Corridor Auto Speeds
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm
Bostn 6 12 14 12 10 10 10 28 24 28
Maldn 12 8 12 10 14 14 14 18 16 20
EBstn 10 12 8 14 14 16 16 20 16 24
Smrvl 10 10 16 6 14 12 10 22 22 18
SBstn 10 14 16 14 8 10 12 24 20 26
Rxbry 10 14 16 12 10 6 8 24 20 22
Brkln 12 16 18 10 14 10 6 26 24 20
Mlrse 16 14 18 14 18 18 16 12 18 20
Lynn 14 14 14 16 16 18 18 16 8 22
Wlthm 18 16 22 12 20 18 16 24 26 12

Regionally, there are 0 district-to-district cells with a highway speed less than 5 mph.

.

Regionally, there are 64 district-to-district cells with a highway speed greater than 55 mph.

Bostn-Plymt, Bostn-SW_MA, Bostn-Wbrgh, Bostn-Manch, Bostn-NW_MA, Bostn-NBedf, Bostn-Worce, Bostn-Brnst, Bostn-W_MA2, Maldn-Manch, Maldn-Dover, Maldn-NW_MA, Maldn-NBedf, Maldn-Worce, EBstn-SW_MA, EBstn-Dover, EBstn-NBedf, EBstn-Worce, EBstn-W_MA1, EBstn-S_RI , Smrvl-Nbprt, Smrvl-SW_MA, Smrvl-Manch, Smrvl-Dover, Smrvl-NW_MA, Smrvl-NBedf, Smrvl-Provi, Smrvl-Worce, SBstn-Plymt, SBstn-Manch, SBstn-Dover, SBstn-NBedf, SBstn-Provi, SBstn-Worce, SBstn-Brnst, SBstn-S_RI , Rxbry-Manch, Rxbry-Dover, Rxbry-NBedf, Rxbry-Worce, Rxbry-W_MA1, Rxbry-Brnst, Brkln-Ayer , Brkln-SW_MA, Brkln-Wbrgh, Brkln-Manch, Brkln-Dover, Brkln-NBedf, Brkln-Worce, Brkln-W_MA1, Brkln-Brnst, Brkln-S_RI , Mlrse-Nbprt, Mlrse-Manch, Mlrse-Dover, Mlrse-NBedf, Mlrse-Worce, Mlrse-Brnst, Mlrse-W_MA2, Lynn -Dover, Wlthm-Nbprt, Wlthm-SW_MA, Wlthm-Manch, Wlthm-NW_MA, Wlthm-NBedf, Wlthm-Provi, Wlthm-Worce, Wlthm-Brnst, Wlthm-W_MA2, Quinc-Plymt, Quinc-Manch, Quinc-Dover, Quinc-NBedf, Quinc-Worce, Quinc-Brnst, Dedam-Plymt, Dedam-Dover, Dedam-NBedf, Dedam-Provi, Dedam-Worce, Dedam-Brnst, Dedam-W_MA2, Newtn-Plymt, Newtn-Wbrgh, Newtn-Manch, Newtn-NW_MA, Newtn-NBedf, Newtn-Worce, Newtn-W_MA1, Newtn-Brnst, Newtn-W_MA2, Andvr-SW_MA, Andvr-Wbrgh, Andvr-Manch, Andvr-Dover, Andvr-NW_MA, Andvr-NBedf, Andvr-Provi, Andvr-Worce, Andvr-W_MA1, Andvr-Brnst, Andvr-W_MA2, Salem-Manch, Salem-Dover, Salem-Provi, Concr-Plymt, Concr-SW_MA, Concr-Manch, Concr-Dover, Concr-NBedf, Concr-Provi, Concr-Worce, Concr-W_MA1, Concr-S_RI , Brktn-NBedf, Brktn-Worce, Brktn-Brnst, Brktn-S_RI , Brktn-W_MA2, Norwd-Nbprt, Norwd-Ayer , Norwd-Manch, Norwd-Dover, Norwd-NW_MA, Norwd-NBedf, Norwd-Worce, Norwd-Brnst, Norwd-S_RI , Frmhm-Plymt, Frmhm-Manch, Frmhm-Dover, Frmhm-NBedf, Frmhm-Provi, Frmhm-W_MA1, Frmhm-Brnst, Frmhm-S_RI , Frmhm-W_MA2, Lwrnc-Plymt, Lwrnc-SW_MA, Lwrnc-Wbrgh, Lwrnc-Dover, Lwrnc-Provi, Lwrnc-Worce, Lwrnc-W_MA1, Lwrnc-Brnst, Lwrnc-W_MA2, Nbprt-SW_MA, Nbprt-Wbrgh, Nbprt-Manch, Nbprt-Provi, Nbprt-Worce, Nbprt-S_RI , Ayer -Nbprt, Ayer -Plymt, Ayer -SW_MA, Ayer -Dover, Ayer -Provi, Ayer -W_MA1, Ayer -Brnst, Ayer -S_RI , Plymt-Lwrnc, Plymt-Ayer , Plymt-Wbrgh, Plymt-Manch, Plymt-NW_MA, Plymt-Worce, Plymt-W_MA1, Plymt-Brnst, SW_MA-Lwrnc, SW_MA-Nbprt, SW_MA-Ayer , SW_MA-Manch, SW_MA-Dover, SW_MA-NW_MA, SW_MA-NBedf, SW_MA-W_MA1, SW_MA-Brnst, SW_MA-S_RI , SW_MA-W_MA2, Wbrgh-Nbprt, Wbrgh-Plymt, Wbrgh-Manch, Wbrgh-Dover, Wbrgh-NBedf, Wbrgh-W_MA1, Manch-Salem, Manch-Plymt, Manch-SW_MA, Manch-Wbrgh, Manch-NBedf, Manch-Worce, Manch-W_MA1, Manch-Brnst, Manch-W_MA2, Dover-Newtn, Dover-Salem, Dover-Concr, Dover-Ayer , Dover-Plymt, Dover-Wbrgh, Dover-NW_MA, Dover-Worce, NW_MA-Dover, NW_MA-NBedf, NBedf-Newtn, NBedf-Andvr, NBedf-Salem, NBedf-Concr, NBedf-Brktn, NBedf-Norwd, NBedf-Frmhm, NBedf-Lwrnc, NBedf-Nbprt, NBedf-Ayer , NBedf-SW_MA, NBedf-Wbrgh, NBedf-Manch, NBedf-Dover, NBedf-NW_MA, NBedf-Worce, NBedf-W_MA2, Provi-Andvr, Provi-Concr, Provi-Lwrnc, Provi-Ayer , Provi-Plymt, Provi-Wbrgh, Provi-Manch, Provi-NW_MA, Provi-W_MA1, Provi-Brnst, Worce-Andvr, Worce-Brktn, Worce-Norwd, Worce-Lwrnc, Worce-Nbprt, Worce-Plymt, Worce-Manch, Worce-NBedf, Worce-Brnst, W_MA1-EBstn, W_MA1-Brkln, W_MA1-Quinc, W_MA1-Newtn, W_MA1-Norwd, W_MA1-Plymt, W_MA1-SW_MA, Brnst-Wlthm, Brnst-Quinc, Brnst-Dedam, Brnst-Andvr, Brnst-Concr, Brnst-Brktn, Brnst-Norwd, Brnst-Frmhm, Brnst-Lwrnc, Brnst-Ayer , Brnst-Plymt, Brnst-SW_MA, Brnst-Wbrgh, Brnst-Dover, Brnst-Provi, Brnst-Worce, S_RI -Andvr, S_RI -Salem, S_RI -Concr, S_RI -Brktn, S_RI -Norwd, S_RI -Frmhm, S_RI -Lwrnc, S_RI -Wbrgh, S_RI -Brnst, W_MA2-Bostn, W_MA2-Maldn, W_MA2-EBstn, W_MA2-Smrvl, W_MA2-SBstn, W_MA2-Brkln, W_MA2-Mlrse, W_MA2-Wlthm, W_MA2-Dedam, W_MA2-Andvr, W_MA2-Salem, W_MA2-Norwd, W_MA2-Frmhm, W_MA2-Lwrnc, W_MA2-Plymt, W_MA2-SW_MA, W_MA2-Wbrgh, W_MA2-Provi.

A large number of cells with speeds in the above two categories may indicate an improperly formatted auto travel time CSV file, or issues with the modeled auto speeds.

Regionally, there are 182 district-to-district cells with no highway speed. If there are no CTPP trips between D2D pairs then STOPS will give zero in that table.

Bostn-Dover, Bostn-W_MA1, Bostn-S_RI , Bostn-Other, Maldn-W_MA1, Maldn-Brnst, Maldn-S_RI , Maldn-W_MA2, Maldn-Other, EBstn-W_MA2, EBstn-Other, Smrvl-W_MA1, Smrvl-Brnst, Smrvl-S_RI , Smrvl-W_MA2, Smrvl-Other, SBstn-W_MA1, SBstn-W_MA2, SBstn-Other, Rxbry-S_RI , Rxbry-W_MA2, Rxbry-Other, Brkln-W_MA2, Brkln-Other, Mlrse-W_MA1, Mlrse-Other, Lynn -W_MA1, Lynn -Brnst, Lynn -S_RI , Lynn -W_MA2, Lynn -Other, Wlthm-Dover, Wlthm-W_MA1, Wlthm-S_RI , Wlthm-Other, Quinc-W_MA1, Quinc-S_RI , Quinc-W_MA2, Quinc-Other, Dedam-W_MA1, Dedam-S_RI , Dedam-Other, Newtn-Dover, Newtn-S_RI , Newtn-Other, Andvr-S_RI , Andvr-Other, Salem-W_MA1, Salem-S_RI , Salem-W_MA2, Salem-Other, Concr-Brnst, Concr-W_MA2, Concr-Other, Brktn-Dover, Brktn-W_MA1, Brktn-Other, Norwd-W_MA1, Norwd-W_MA2, Norwd-Other, Frmhm-Other, Lwrnc-NBedf, Lwrnc-S_RI , Lwrnc-Other, Nbprt-NBedf, Nbprt-W_MA1, Nbprt-Brnst, Nbprt-W_MA2, Nbprt-Other, Ayer -NBedf, Ayer -Other, Plymt-Nbprt, Plymt-Dover, Plymt-W_MA2, Plymt-Other, SW_MA-Other, Wbrgh-Lynn , Wbrgh-Brnst, Wbrgh-S_RI , Wbrgh-Other, Manch-Manch, Manch-Dover, Manch-Provi, Manch-S_RI , Manch-Other, Dover-Manch, Dover-Dover, Dover-NBedf, Dover-Provi, Dover-W_MA1, Dover-Brnst, Dover-S_RI , Dover-W_MA2, Dover-Other, NW_MA-Plymt, NW_MA-Brnst, NW_MA-S_RI , NW_MA-Other, NBedf-W_MA1, NBedf-Other, Provi-Dover, Provi-W_MA2, Provi-Other, Worce-Dover, Worce-Other, W_MA1-Maldn, W_MA1-Rxbry, W_MA1-Dedam, W_MA1-Nbprt, W_MA1-Manch, W_MA1-Dover, W_MA1-NBedf, W_MA1-Provi, W_MA1-Brnst, W_MA1-S_RI , W_MA1-Other, Brnst-Nbprt, Brnst-Manch, Brnst-W_MA1, Brnst-S_RI , Brnst-W_MA2, Brnst-Other, S_RI -EBstn, S_RI -Lynn , S_RI -Dedam, S_RI -Nbprt, S_RI -Ayer , S_RI -Manch, S_RI -Dover, S_RI -NW_MA, S_RI -W_MA1, S_RI -S_RI , S_RI -W_MA2, S_RI -Other, W_MA2-Rxbry, W_MA2-Lynn , W_MA2-Quinc, W_MA2-Newtn, W_MA2-Brktn, W_MA2-Nbprt, W_MA2-Manch, W_MA2-Dover, W_MA2-NBedf, W_MA2-Brnst, W_MA2-S_RI , W_MA2-Other, Other-Bostn, Other-Maldn, Other-EBstn, Other-Smrvl, Other-SBstn, Other-Rxbry, Other-Brkln, Other-Mlrse, Other-Lynn , Other-Wlthm, Other-Quinc, Other-Dedam, Other-Newtn, Other-Andvr, Other-Salem, Other-Concr, Other-Brktn, Other-Norwd, Other-Frmhm, Other-Lwrnc, Other-Nbprt, Other-Ayer , Other-Plymt, Other-SW_MA, Other-Wbrgh, Other-Manch, Other-Dover, Other-NW_MA, Other-NBedf, Other-Provi, Other-Worce, Other-W_MA1, Other-Brnst, Other-S_RI , Other-W_MA2, Other-Other.

All of the above values reflect an Auto Time Constant value of 8.20 (default value is 0.0) and an Auto Time Factor value of 0.70 (default value is 1.0). This constant and factor adjust the MPO auto travel times to better reflect actual travel times as reported by way-finding web applications such as Google. This adjustment is critical to the accurate representation of PNR markets and ridership.

“Adjusted highway times are estimated with the following equation: Adjusted_Highway_Time = a + b × MPO_Highway_Time The Auto Time Constant is the additive portion of the adjustment (i.e., “a”). The Auto Time Constant defaults to 0.0 minutes (no adjustment) and must be in the range between -10.0 and +10.0 minutes). The Auto Time Factor is the multiplicative portion of the adjustment (i.e., “b”). The Auto Time Factor defaults to 1.0 (no adjustment) and must be in the range between 0.5 and 2.0).” 4

2.7 Demand Data

2.7.1 Consistency of Ridership Information

STOPS requires observed ridership information in different forms: APC data (stop-level), route-level boardings and target systemwide unlinked trips (system-level). Ridership levels should be consistent across all three levels (stop-, route- and system-levels). An example of an explainable difference is when one system provides APC data and another system in the region is unable to provide APC data. Unexplained differences in ridership may cause unstable results. For this model, the total stop-level boardings is 887,143, the total route-level boardings is 887,330, and the target systemwide unlinked trips is 887,322.

Differences in ridership less than 5% are acceptable, but smaller differences are preferable. Larger differences, 10+%, are unacceptable and should be reconciled.

For incremental models, ridership must reflect a time period during the survey fieldwork and the selected service day must reflect a day within this time period also.

2.7.2 Transit Trip Targets

“If a local survey is available, the user can code linked transit person trip targets by purpose or by auto ownership level for the calibration year. If this information is coded, STOPS calibrates the mode choice model for each purpose and auto ownership level to match these person-trip targets. If these values are not coded, STOPS generates its own estimate of transit linked trips based on the unlinked trip targets entered on the “Define Forecast Years” dialog. STOPS then proceeds with the calibration as above.” 5

The total number of user-specified unlinked and linked trips are 887,322 and 0. The resulting transfer rate is Inf.

User-Specific Linked Trips by Purpose & Auto Ownership
Description Trips
1 HBW 0-car 0
2 HBW 1-car 0
3 HBW 2+car 0
4 HBW subtotal 0
5 HBO 0-car 0
6 HBO 1-car 0
7 HBO 2+car 0
8 HBO subtotal 0
9 NHB 0-car 0
10 NHB 1-car 0
11 NHB 2+car 0
12 NHB subtotal 0
13 Total 0

The ratio of Unlinked to Linked Transit Trips is applied when the STOPS mode is Synthetic. “This parameter controls how STOPS estimates the regional linked transit trip targets if the purpose- and auto ownership-specific linked transit trips described above are not entered. This ratio must be between the values of 1.0 and 2.0 and defaults to 1.4. If linked trip targets are not specified for each purpose, then the regional number of unlinked transit trips (entered in Step 4) are divided by this ratio to generate an estimate of linked trips as part of the mode choice model calibration process in the STOPS phase of Step 11.” 6

3.0 Existing Conditions & Calibration Results

“STOPS is designed to simplify the process of developing and applying travel forecasting procedures while maintaining much of the internal sophistication of regional travel forecasting models. Nevertheless, there are still a number of implementation and application steps that must be followed to successfully use STOPS to estimate fixed guideway transit ridership.” 7

3.1 Calibration Settings

3.1.1 CTPP and Station Group Calibration Settings

The CTPP calibration approach for this application is Option 2, calibrating to both production and attraction districts (default is attraction districts only). “By default, STOPS calibrates itself to match district-level transit shares from the CTPP for each attraction district. The default calibration approach does not force STOPS to match production district shares since this might unrealistically constrain STOPS in rapidly growing regions where the nature of outlying (typically more residential) areas change rapidly. Many projects, however, are in more stable areas where the nature of travel is less likely to change (except in response to the project, itself). In such cases, this field allows the user to select option 2 – Production and Attraction calibration. Otherwise, either option 0 (none selected) or option 1 (Attraction District Only) will cause STOPS to apply the default approach of calibrating to Attraction Districts only.” 8

The Station Group calibration setting for this application is Option 12, OD adjustment for routes and stops (default is 0). “STOPS has the option of reading station/stop- or route-level count data and using this information to refine the model calibration. This parameter allows the user to select the calibration approach. Options include:

  • 00, None Selected (Default and recommended for the initial STOPS run) this run does not do any group calibration.
  • 01, No Group Calibration (same as option 00)
  • 06, 07, 08 and 09 are depreciated.
  • 10, OD Adjustment (Recommended after initial STOPS Run is complete in cases where full bus and fixed guideway stop/station count data are available) This option adjusts the person OD trip table based on a comparison of modeled and observed stop/station group ridership.
  • 11, OD Adjustment Route (Recommended after initial STOPS Run is complete in cases where full bus and fixed guideway stop/station count data are NOT available) This option adjusts the person OD trip table based on a comparison of modeled and observed route-level ridership.
  • 12, OD Adjustment Route and Stop (Recommended after initial STOPS Run is complete in cases where full bus and fixed guideway stop/station count data are available but route level ridership results still require adjustment) This option adjusts the person OD trip table based on a comparison of modeled and observed stop/station group ridership and route level ridership.” 9

3.1.2 Fixed-Guideway Settings (FGS)

In this application, the Partial Fixed-Guideway Setting (for route type = 0) is 0.00, while the Full Fixed-Guideway setting (for route type != 0) is 1.00. These values range from 0 to 1, which 0 providing no impact from fixed-guideway effects and 1 providing the full amount of fixed-guideway effects.

“STOPS employs several mechanisms to represent the fact that fixed guideway systems can attract higher levels of ridership than would be predicted on the basis of its service characteristics alone. This higher level of ridership occurs because fixed guideway systems are often more visible to occasional travelers, may be more reliable, and may offer important amenities such as protection from the weather while waiting. Within STOPS, all of these factors are combined into a single parameter (the “setting,” known in earlier versions of STOPS as the “visibility factor”) that was calibrated using survey results from several cities across the United States. Two settings are available: one for full fixed guideway facilities such as LRT, commuter rail, and rail rapid transit, and a second for partial fixed guideway systems such as streetcars and some BRT lines. STOPS distinguishes partial fixed guideway systems from full fixed guideway systems based on the route_type field coded in the GTFS schedule files (in the file routes.txt). Partial fixed guideway systems are coded with route_type equal to zero. Full fixed guideway systems are coded with a route_type equal to 1, 2, 4, 5, 6, or 7. (The remaining route_type is 3 is bus which is not considered by STOPS to be a fixed guideway mode. The value coded for the fixed guideway setting defines the proportion of the fixed guideway benefit to apply. In most regions, the following FG settings should be used:

  1. Full Fixed Guideway (most LRT, commuter rail and heavy rail systems): 1.0

  2. Partial Fixed Guideway:

    1. If partial fixed guideway applies to BRT: 0.1
    2. If partial fixed guideway applies to streetcar: 0.3
    3. If partial fixed guideway applies to both BRT and streetcar, contact FTA staff for assistance.

In metropolitan areas with existing fixed guideway services, the Fixed Guideway settings above can be confirmed by:

  1. Running STOPS with Group Calibration turned off (i.e., set the Group Calibration Approach to 0 as described below).

  2. Comparing modeled fixed guideway ridership to counted fixed guideway ridership.

  3. Confirming that any mismatches are not the result of large zones, data errors, or other modeling problems.

  4. Adjusting fixed guideway settings to improve the correspondence between modeled and actual ridership.

Note that the recommended fixed guideway settings have worked well in forecasting BRT, streetcar and LRT ridership in a wide range of situations. Adjustments to the default values will be closely reviewed during FTA project reviews to confirm that higher values are truly warranted rather than being a means to correct to some other problem in the STOPS application.” 10

3.2 Regional Adjustment Factor & Unlinked Trips

The number of observed unlinked trips is 887,322, and the number of unlinked trips from the input trip table is 887,322. (The latter number will be zero if the STOPS application was run in Synthetic Mode.)

The raw (unadjusted) unlinked trips is 891,880, resulting in a regional calibration factor of 0.99 (the ratio of observed to raw unlinked trips). The acceptable range for the regional calibration factor is 0.97-1.03, but the preferred range is 0.99-1.01. Values outside these ranges likely require further calibration adjustments.

3.3 Linked Trips

3.3.1 By Trip Purpose

The STOPS application should produce linked trips by purpose within a couple of percentage points of the observed values.

Linked Trips by Purpose
Description Estimated Trips Pct Observed Trips Pct Delta Delta Pct
HBW 310,606 52% 0 NA 310,606 NA
HBO 213,788 36% 0 NA 213,788 NA
NHB 71,465 12% 0 NA 71,465 NA
Total 595,859 100% 0 NA 595,859 NA

3.3.2 By Auto Ownership

The STOPS application should produce linked trips by auto ownership within a couple of percentage points of the observed values. A high proportion of 0-car HHs and concentrations of 0-car HHs in certain districts may indicate the need to constrain CTPP shares to both production and attraction districts

Linked Trips by Auto Ownership
Description Estimated Trips Pct Observed Trips Pct Delta Delta Pct
0-car HH 238,602 40% 0 NA 238,602 NA
1-car HH 200,220 34% 0 NA 200,220 NA
2+car HH 157,043 26% 0 NA 157,043 NA
Total 595,900 100% 0 NA 595,900 NA

3.4 District-to-District (D2D) Flows

Table 345.01: Existing Transit Trips
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 37,598 712 1,474 5,204 2,766 1,928 4,300 10 8 242 1,584 55,824
Maldn 21,044 10,180 1,620 7,470 644 600 3,464 78 150 596 968 46,812
EBstn 32,912 1,510 16,308 2,630 2,350 1,164 3,020 52 150 486 1,076 61,658
Smrvl 25,712 2,676 610 15,968 1,186 1,780 6,112 72 8 1,222 960 56,302
SBstn 29,102 832 2,616 2,232 13,996 6,936 5,738 22 12 326 4,636 66,444
Rxbry 16,900 906 1,224 2,392 5,186 7,464 6,916 20 12 228 2,724 43,970
Brkln 26,680 1,364 984 3,768 1,092 2,916 18,152 8 8 516 2,774 58,262
Mlrse 4,078 718 168 692 76 56 472 156 26 88 168 6,696
Lynn 6,502 322 1,444 1,212 120 68 788 22 2,038 232 954 13,704
Wlthm 5,746 292 234 3,016 230 288 2,204 38 4 2,504 580 15,134
Other 92,708 2,536 2,924 6,676 6,452 7,648 11,870 124 304 876 38,972 171,094
Total 298,980 22,044 29,608 51,264 34,096 30,844 63,034 604 2,716 7,312 55,400 595,900

There are 408,380 intra-corridor trips (69% of total), 16,426 corridor to outside corridor trips (3%), 132,121 outside corridor to inside corridor trips (22%), and 38,973 trips traveling outside the corridor (7%).

3.5 Linked Trips By Mode of Access

Linked Trips by Mode of Access
Description Estimated Trips Pct Observed Trips Pct Delta Delta Pct
Walk 479,163 80% 0 NA 479,163 NA
KNR 34,010 6% 0 NA 34,010 NA
PNR 82,657 14% 0 NA 82,657 NA
Total 595,900 100% 0 NA 595,900 NA

The walk weight factor is 1.00 (default value is 1.0). “The walk weight setting is multiplied by 1.5 to generate the estimate of perceived impedance of each minute of walking as compared to time spent traveling in a transit vehicle. A walk weight setting of 1.0 (the default) results in walking being 1.5 times as onerous as riding in a bus. Setting this parameter of 0.67 means that each minute of walking is equivalent to 1.0 minutes of riding in a bus (i.e., 1.5 x 0.67). Setting this parameter to 2.0 means that each minute of walking is equivalent to 3.0 minutes of riding in a bus (i.e., 1.5 x 2.0). The resulting weight on walk time is used during both the path-finding and mode choice steps in STOPS.” 11

The KNR transit factor is 0.20 (default value is 1.0). “The KNR Transit Setting affects how much of the nationally-calibrated KNR constants are applied to KNR trips in the mode choice element of STOPS. The default for the KNR Transit Setting is 1.0 which uses the nationally-calibrated constants without adjustment. To increase KNR usage, set the KNR Transit Setting to a value greater than 1. The upper limit on this setting is 2.0, which multiplies the KNR constants by 0.25. This has the effect of reducing absolute value of these negative constants and increasing transit KNR usage. The lower limit on this setting is 0.0, which multiples the KNR constants by 1.75. This is the effect of increasing the absolute value of these negative constants and decreasing KNR usage.” 12

The PNR transit factor is 1.00 (default value is 1.0). “This parameter is operational only when the more detailed PNR Settings are left unadjusted. When the PNR settings developed for v2.51 are unspecified, then the PNR Density Factor scales the nationally-calibrated effect of employment density on PNR utilization up or down. This parameter affects the mode choice model only. If the PNR Density is set to 1.0, then the national-calibrated impact of density on PNR usage is applied with out modification. A value of 2 (the upper limit of this parameter) doubles the effect and a value of 0.5 (the lower limit) reduces the effect of density on PNR usage by 50 percent. Note that the PNR density applies to all types of PNR usage (i.e., fixed-guideway only, fixed-guideway and bus, and bus only).” 13

The PNR bus factor is 1.00 (default value is 1.0). “The PNR Bus Penalty Setting scales the nationally-calibrated PNR-to-bus constants up or down. If a value of 1.0 is used, then the nationally-calibrated PNR-to-bus constants are used. When the PNR Bus setting is greater than zero, then the magnitude of the constants is increased. These constants are negative so the result is fewer PNR-to-bus trips. Conversely, a PNR Bus setting that is less than zero will increase PNR-to-bus trips. The PNR Bus Penalty Setting must be between 0 and 2.0.” 14

3.6 Systemwide Transfer Rate

The estimated transfer rate is 48%. This rate should be within two percentage points of the observed transfer rate, Inf. If the STOPS mode is Incremental, the observed transfer rate is computed by dividing the number of unlinked trips by the total linked trip goals.

The boarding penalty is 3.0 minutes (default is 5 minutes). This penalty must be between 0 and 10 minutes. Values of 0-1 and 9-10 may indicate auxiliary issues with the calibration.”This parameter allows the user to specify how much of the nationally-calibrated boarding penalty to apply in the particular case being modeled. This value can range from 0 to 2 with a default of 1.0. When this parameter is 1, the full boarding penalty (5 minutes) is applied during path building. When the value is 0.5, only 50 percent of the penalty is applied. The first time that STOPS is run in a new area, this parameter should be set to 1.0. As initial runs are made, the modeled ratio of unlinked-to-linked trips should be compared to local information from surveys or farebox registers. The penalty should be increased if the unlinked-to-linked trip ratio is too high (i.e., too many transfers). The penalty should be decreased if this ratio is too low.” 15

3.8 Station Group Calibration Factors

Large adjustments (factors approaching 0.2 (low) or 5.0(high)) may indicate the presence of an underlying problem that should be corrected:

  • Problems in the CTPP data (geo-coding, representativeness, sample expansion)

  • Special markets that are present in the counts but not in the input estimates of travel demand

  • Problems with the representation of transit supply

  • Problems with the count data – in this case “data”

Large adjustments may distort estimates of project ridership; better to address underlying problems rather than to deploy this as a “hammer”.

The following charts compare the counts with boardings prior to adjustment. This provides a sense of the adjustment impact the factors have. Station groups that are within or close to the +/- 20% thresholds are fine. Concern increases proportionally as they move further away from the +/- 20% thresholds, so station groups with adjustments outside +/- 20% are highlighted in this section for additional scrutiny. The factors should be approximately equivalent to the equation:

\(AdjustmentFactor=\frac{BoardingsPriorToAdjustment}{Counts}\)

And so the last column values provide a reasonable estimate of the adjustment factors. Special attention should be given to factors that approach 0.2 or 5.0 and have a meaningful number of trips (2,000+) and located near the corridor.

Corridor Station Groups with Differences > 20%
District Trips Count Delta Est Adjmt Factor
1 4-Smrvl 86,204 69,987 16,217 0.812
2 8-Mlrse 5,175 3,556 1,619 0.687
3 10-Wlthm 17,515 13,233 4,282 0.756
Non-Corridor Station Groups with Differences > 20%
District Trips Count Delta Est Adjmt Factor
1 12-Dedam 17,017 26,592 -9,575 1.563
2 13-Newtn 10,620 7,562 3,058 0.712
3 16-Concr 1,170 1,480 -310 1.265
4 28-NW_MA 1,357 548 809 0.404
5 30-Provi 3,829 2,571 1,258 0.671
6 31-Worce 5,467 1,725 3,742 0.316
7 34-S_RI 253 180 73 0.711
8 38-BATA 7,922 12,044 -4,122 1.520

3.9 Corridor Route-Level Boardings

The following table provides route-level counts and existing year estimated volumes for routes in the corridor. Large differences should be identified and the coding reviewed for accuracy.

Table 10.01: Comparison of Route-level Counts and Existing Year Volumes
ID Route Count Walk KNR PNR Total Delta
1 Blue&T –Blue Line-Blue Line-Rapid Tr 47,213 37,647 2,930 8,370 48,947 1,734
2 Boat-EastBoston&T –East Boston Ferry-East Bosto 283 0 0 0 0 -283
3 Boat-F1&T –Hingham/Hull Ferry-Hingham/H 3,625 32 78 3,610 3,720 95
4 Boat-F4&T –Charlestown Ferry-Charlestow 1,089 950 67 14 1,032 -57
5 Boat-F6&T –Winthrop/Quincy Ferry-Winthr 224 85 11 4 100 -124
6 Boat-Lynn&T –Lynn Ferry-Lynn Ferry-Ferry 189 16 61 0 77 -112
7 CR-Fairmount&T –Fairmount Line-Fairmount Lin 5,044 4,539 618 265 5,422 378
8 CR-Fitchburg&T –Fitchburg Line-Fitchburg Lin 7,319 2,968 964 3,498 7,430 111
9 CR-Franklin&T –Franklin/Foxboro Line-Frankl 11,914 3,577 974 7,541 12,091 177
10 CR-Greenbush&T –Greenbush Line-Greenbush Lin 4,286 594 184 3,448 4,226 -60
11 CR-Haverhill&T –Haverhill Line-Haverhill Lin 4,418 1,648 290 2,610 4,548 130
12 CR-Kingston&T –Kingston Line-Kingston Line- 6,084 459 374 5,145 5,978 -106
13 CR-Lowell&T –Lowell Line-Lowell Line-Comm 7,215 1,607 401 5,321 7,329 114
14 CR-Middleborough&T –Middleborough/Lakeville Line 7,641 2,851 1,066 3,340 7,258 -383
15 CR-Needham&T –Needham Line-Needham Line-Co 6,948 4,486 515 1,876 6,877 -71
16 CR-Newburyport&T –Newburyport/Rockport Line-Ne 11,907 6,210 795 5,027 12,031 124
17 CR-Providence&T –Providence/Stoughton Line-Pr 21,859 5,157 3,087 13,659 21,902 43
18 CR-Worcester&T –Framingham/Worcester Line-Fr 17,120 7,354 2,979 6,803 17,135 15
19 Green-B&T –B-Green Line B-Rapid Transit 113,376 32,562 1,644 2,672 36,878 -76,498
20 Green-C&T –C-Green Line C-Rapid Transit 0 15,307 844 1,330 17,481 17,481
21 Green-D&T –D-Green Line D-Rapid Transit 0 24,945 2,109 3,248 30,302 30,302
22 Green-E&T –E-Green Line E-Rapid Transit 0 22,762 1,645 2,413 26,819 26,819
23 Mattapan&T –Mattapan Trolley-Mattapan Tr 4,523 3,414 282 896 4,591 68
24 NCS&M –Natick Commuter Shuttle-Nati 0 8 0 1 9 9
25 Orange&T –Orange Line-Orange Line-Rapi 115,769 93,876 8,453 13,134 115,464 -305
26 Red&T –Red Line-Red Line-Rapid Tran 133,995 109,462 8,268 12,886 130,616 -3,379

3.10 Mode of Access at Stations

The following table provides station-level existing year estimated volumes - by mode of access - for user-identified stops and stations in the corridor. A search box is provided for quicker identification. The mode of access volumes should approximate existing conditions.

4.0 No-Build Assumptions & Results

The purpose of this section is to provide the necessary information to confirm the plausibility of the No-Build predictions given the assumed changes in transit supply and demographic assumptions..

We evaluate the ridership responses in the mode of access at stations, changes in total transit trip flows, change in route ridership, and the consistency between changes in supply with ridership responses. Separately we analyze the consistency with peer projects, both local and with other metro areas.

4.1 Changes in Assumptions

4.1.1 Population & Employment

The following table shows all districts with a non-zero difference in population or employment between the existing year and No-Build alternatives.

Table 12.01: Incremental Changes in Population/Employment (No-Build minus Existing)
District Population Employment
1-Bostn 42530 51527
2-Maldn 20837 5298
3-EBstn 34990 35254
4-Smrvl 30442 54469
5-SBstn 28448 11680
6-Rxbry 15012 7882
7-Brkln 28730 20462
8-Mlrse 7694 76
9-Lynn 4088 -3168
10-Wlthm 4816 10176
11-Quinc 12633 14581
12-Dedam 10434 4160
13-Newtn 7695 -2368
14-Andvr 11754 -4658
15-Salem 9537 -4486
16-Concr 2860 -614
17-Brktn 5443 -10148
18-Norwd 5012 -7691
19-Frmhm 10356 -8641
20-Lwrnc 38965 45246
21-Nbprt 14551 1557
22-Ayer 2861 10421
23-Plymt 9668 -1812
24-SW_MA 5592 6142
25-Wbrgh 7640 -1409
26-Manch 36153 48051
27-Dover 11355 23480
28-NW_MA -13465 -1411
29-NBedf -20261 -9990
30-Provi -2688 -5721
31-Worce 11265 8564
32-W_MA1 -3412 -176
33-Brnst -31798 -14371
34-S_RI 0 18701
35-W_MA2 -812 442
Total 358925 301505

4.1.2 Changes in Auto Speeds

There should be no difference in highway speeds between the No-Build and Build alternatives. The total difference in highway speeds for this alternative is 260.2790123. Non-zero district-to-district changes are shown in the table below.

Table 13.08-13.07: Incremental Changes in Highway Speeds (No-Build minus Existing)
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn -0.20 -0.50 -1.00 -0.40 -0.30 -0.20 -0.60 -0.60 -1.10 -1.90 2.38 -4.42
Maldn -1.40 -0.20 -0.70 -0.70 -1.70 -1.90 -2.00 -0.30 -0.10 -1.10 -16.93 -27.03
EBstn -1.70 -0.70 -0.30 -2.10 -2.00 -3.60 -3.00 -1.50 -0.40 -3.40 -47.49 -66.19
Smrvl -0.70 -0.20 -1.10 -0.10 -1.00 -0.80 -0.80 -0.10 -0.80 -0.70 -5.73 -12.03
SBstn -0.50 -0.80 -1.30 -1.50 -0.20 -0.40 -0.90 -0.90 -1.30 -1.60 6.52 -2.88
Rxbry -0.30 -0.60 -1.10 -0.40 -0.20 -0.10 -0.30 -0.50 -1.20 -0.80 4.47 -1.03
Brkln -0.40 -0.90 -1.10 -0.10 -0.60 -0.30 0.00 -0.40 -1.00 -1.20 4.15 -1.85
Mlrse -2.10 -0.80 -1.50 -1.20 -1.90 -2.00 -2.10 -0.10 -0.30 -0.90 10.95 -1.95
Lynn -1.70 -0.90 -0.70 -2.20 -1.60 -3.00 -2.60 -0.50 -0.10 -1.40 -23.33 -38.03
Wlthm -1.30 -0.50 -2.10 -0.70 -1.20 -1.30 -1.00 0.10 -1.00 -0.10 21.74 12.64
Other -40.06 -36.35 -48.71 -30.89 -30.82 -32.24 -32.13 3.46 -16.13 -4.06 670.97 403.04
Total -50.36 -42.45 -59.61 -40.29 -41.52 -45.84 -45.43 -1.34 -23.43 -17.16 627.71 260.28

4.1.3 Transit Service Levels

Differences in transit service should reflect only those changes between existing conditions and No-Build. The following table shows the differences between the current year and No-Build alternatives for the peak period.

Table 10.03-04: Incremental Changes in Transit Service Levels (No-Build minus Existing) [PEAK]
ID Name Trips Miles Hours Avg Speed Avg Dist Avg Time
1 1&T –1-Harvard Square - Nubian St 16 73 17.6 4.1 4.5 66.1
2 10&T –10-City Point - Copley Squar 0 4 3.4 1.2 Inf Inf
3 100&T –100-Elm Street - Wellington -5 -16 -1.1 0.0 3.2 13.2
4 101&T –101-Malden Center Station - 30 209 28.0 7.5 7.0 56.0
5 104&T –104-Malden Center Station - 29 220 29.2 7.5 7.6 60.5
6 105&T –105-Malden Center Station - 11 101 5.2 19.5 9.2 28.3
7 106&T –106-Lebanon Loop - Wellingto 5 22 1.6 13.9 4.3 18.7
8 108&T –108-Linden Square - Wellingt 0 26 3.2 8.3 Inf Inf
9 109&T –109-Linden Square - Sullivan 30 284 30.8 9.2 9.5 61.6
10 11&T –11-City Point - Chauncy Stre -12 -58 -5.2 0.0 4.8 26.2
11 110&T –110-Wonderland Station - Wel 25 151 15.5 9.7 6.0 37.3
12 111&T –111-Woodlawn - Haymarket Sta -25 -120 -6.1 0.0 4.8 14.5
13 112&T –112-Wellington Station - Woo 1 -17 -2.8 0.0 -16.6 -166.8
14 113&T –113– WF+ (Assembly-Sullivan 18 88 9.3 9.5 4.9 30.9
15 114&T –114-Market Basket - Maverick -1 -2 -0.3 0.0 2.3 16.2
16 116&T –116-Wonderland Station - Mav 29 151 17.4 8.6 5.2 36.0
17 117&T –117-Wonderland Station - Mav -37 -169 -18.2 0.0 4.6 29.6
18 119&T –119-Northgate Shopping Cente 11 119 11.3 10.6 10.9 61.4
19 12&T –T12– HF (Brookline Village- 59 336 50.1 6.7 5.7 50.9
20 120&T –120-Orient Heights Station - 6 104 12.7 8.2 17.3 127.5
21 121&T –121-Wood Island Station - Ma -10 -15 -1.9 0.0 1.5 11.4
22 131&T –131-Melrose Highlands - Mald 10 137 9.5 14.5 13.7 56.8
23 132&T –132-Redstone Shopping Center 4 24 1.6 14.8 5.9 24.0
24 134&T –134-North Woburn - Wellingto 4 93 10.6 8.8 23.2 159.0
25 137&T –137-Reading Depot - Malden C 1 10 3.3 3.0 9.8 196.8
26 14&T –14-Roslindale Square - Heath -2 -35 -3.1 0.0 17.6 93.0
27 15&T –15-Fields Corner Station or 8 72 16.1 4.5 9.0 120.4
28 16&T –16-Forest Hills Station - An 11 18 3.1 5.9 1.6 16.6
29 17&T –17-Fields Corner Station - A -3 -8 2.0 -4.0 2.6 -39.2
30 18&T –18-Ashmont Station - Andrew -2 -5 -1.2 0.0 2.6 36.0
31 19&T –19-Fields Corner Station - K -9 -64 -9.1 0.0 7.1 60.6
32 201&T –201-Fields Corner Loop via N -8 -12 -1.2 0.0 1.5 9.0
33 202&T –202-Fields Corner Loop via A 7 17 1.3 13.3 2.4 11.0
34 21&T –21-Ashmont Station - Forest -6 -21 -0.2 0.0 3.5 2.0
35 210&T –210-Quincy Center Station - 4 23 2.9 7.9 5.7 43.2
36 211&T –211-Quincy Center Station - 4 23 2.7 8.6 5.8 40.4
37 215&T –215-Quincy Center Station - 5 39 2.7 14.4 7.8 32.4
38 216&T –216-Houghs Neck - Quincy Cen -11 -24 -1.2 0.0 2.1 6.3
39 217&T –217-Quincy Center Station - 10 91 6.4 14.3 9.1 38.2
40 22&T –22-Ashmont Station - Ruggles 1 32 9.8 3.3 32.1 588.0
41 220&T –220-Hingham Depot - Quincy C 4 24 1.5 16.6 6.1 22.0
42 222&T –222-East Weymouth - Quincy C 5 41 2.3 17.7 8.1 27.6
43 225&T –225-Weymouth Landing - Quinc -21 -93 -8.0 0.0 4.4 22.9
44 225A&T –225-(variant) - WF+ (Quincy 18 81 6.5 12.3 4.5 21.8
45 225B&T –225– WF+ (Quincy Center-Qui 18 75 6.0 12.6 4.2 19.9
46 226&T –226-Columbian Square - Brain 5 27 4.1 6.5 5.4 49.7
47 23&T –23-Ashmont Station - Ruggles -7 -29 4.5 -6.4 4.1 -38.1
48 230&T –230-Montello Station - Quinc -4 -43 -1.3 0.0 10.6 18.9
49 236&T –236-South Shore Plaza - Quin 2 23 1.6 15.0 11.6 46.5
50 238&T –238-Holbrook/Randolph Statio -1 -51 -4.0 0.0 51.5 238.2
51 24&T –24-Wakefield Avenue & Truman 5 82 7.3 11.2 16.3 87.8
52 240&T –240-Avon Square - Ashmont St -3 -11 0.2 -56.2 3.6 -3.8
53 245&T –245-Quincy Center Station - 6 46 3.0 15.4 7.6 29.7
54 26&T –26-Ashmont Station - Norfolk 3 6 0.3 20.7 2.1 6.0
55 28&T –28-Mattapan Station - Ruggle 11 153 27.3 5.6 13.9 148.7
56 29&T –29-Mattapan Station - Jackso -6 -25 -3.7 0.0 4.2 37.0
57 30&T –30-Mattapan Station - Forest -11 -38 -2.8 0.0 3.5 15.4
58 31&T –31-Mattapan Station - Forest 7 25 3.8 6.7 3.6 32.6
59 32&T –32-Wolcott or Cleary Square -22 -58 0.1 -719.9 2.6 -0.2
60 3233&T –32/33-River Street & Milton -2 -11 -0.6 0.0 5.5 18.9
61 33&T –33-River Street & Milton Str -13 -65 -5.7 0.0 5.0 26.2
62 34&T –34-Dedham Square - Forest Hi -6 5 3.7 1.3 -0.8 -36.7
63 34E&T –34E-Walpole Center - Forest -4 -55 -3.5 0.0 13.7 52.4
64 35&T –35-Dedham Mall or Stimson St 5 45 5.6 8.0 9.0 67.7
65 350&T –350-North Burlington - Alewi -17 -229 -15.0 0.0 13.5 53.0
66 351&T –351-Bedford Woods Drive - Th 7 30 0.6 46.5 4.3 5.6
67 354&T –354-North Burlington - State -2 -32 -1.7 0.0 16.2 50.1
68 36&T –36-Millennium Park or VA Hos -8 -8 3.1 -2.7 1.1 -23.3
69 37&T –37-Baker Street & Vermont St -15 -61 -4.1 0.0 4.1 16.5
70 38&T –38-Wren Street - Forest Hill -4 19 10.3 1.8 -4.7 -155.1
71 39&T –39-Forest Hills Station - Ba -5 -17 8.2 -2.1 3.4 -98.3
72 4&T –4-North Station - Design Cen -18 -47 -6.3 0.0 2.6 20.9
73 40&T –40-Georgetowne - Forest Hill 1 37 4.6 8.0 37.0 277.2
74 41&T –41-Centre Street & Eliot Str -7 -38 -2.3 0.0 5.4 20.1
75 411&T –411-Kennedy Drive or Jack Sa -11 -34 -3.5 0.0 3.1 19.4
76 42&T –42-Forest Hills Station - Nu -9 16 5.2 3.0 -1.7 -34.7
77 424&T –424-Eastern Avenue & Essex S -4 -30 -2.6 0.0 7.6 39.4
78 426&T –426-Central Square, Lynn - H 8 35 3.9 8.9 4.4 29.6
79 428&T –428-Oaklandvale - Haymarket -3 -36 -3.3 0.0 12.0 66.6
80 429&T –429-Northgate Shopping Cente 5 82 9.2 9.0 16.5 110.3
81 43&T –43-Ruggles Station - Park St -12 -27 -2.8 0.0 2.2 13.9
82 430&T –430-Saugus Center - Malden C -11 -85 -6.7 0.0 7.7 36.5
83 435&T –435-Liberty Tree Mall - Cent 11 132 11.9 11.1 12.0 64.8
84 436&T –436-Liberty Tree Mall - Cent 8 101 8.6 11.7 12.6 64.7
85 439&T –439-Nahant - Wonderland Stat -2 -12 -0.8 0.0 6.1 25.5
86 44&T –44-Jackson Square Station - -7 -41 -4.2 0.0 5.9 35.7
87 441&T –441-Marblehead - Wonderland -10 -110 -7.0 0.0 11.0 41.7
88 441442&T –441/442-Marblehead - Wonderl -9 -49 -3.6 0.0 5.5 23.8
89 442&T –442-Marblehead - Wonderland 7 72 6.5 11.0 10.3 56.1
90 45&T –45-Franklin Park - Ruggles S -5 -13 0.8 -15.8 2.5 -9.6
91 450&T –450-Salem Depot - Wonderland 6 39 2.5 15.7 6.4 24.6
92 451&T –451-North Beverly Station - -3 -23 -2.0 0.0 7.6 41.0
93 455&T –455-Salem Depot - Wonderland 1 12 3.2 3.8 12.1 192.6
94 47&T –47-Central Square, Cambridge 29 96 14.6 6.6 3.3 30.1
95 50&T –50-Cleary Square - Forest Hi 2 50 5.1 9.7 24.8 153.0
96 501&T –501-Brighton Center - Federa 4 73 4.6 16.0 18.2 68.4
97 504&T –504-Watertown Yard - Federal 3 23 1.0 23.4 7.6 19.6
98 505&T –505-Waltham Center - Federal 9 116 9.0 12.8 12.9 60.3
99 51&T –51-Reservoir Station - Fores 4 30 2.6 11.5 7.4 38.8
100 52&T –52-Dedham Mall - Watertown Y 3 34 1.7 19.4 11.2 34.6
101 53&T –53– WF (MarketPlace Drive-B 10 56 6.1 9.1 5.6 36.4
102 54&T –54– WF (Arlington-Waltham) 10 64 5.3 12.0 6.4 31.8
103 55&T –55-West Fenway - Copley Squa 10 16 2.2 7.2 1.6 13.1
104 553&T –553-Roberts - Newton Corner- -8 -56 -4.6 0.0 7.0 34.7
105 554&T –554-Waverley Square - Newton -5 -41 -2.6 0.0 8.2 31.4
106 556&T –556-Waltham Highlands - Newt -7 -38 -2.2 0.0 5.4 19.3
107 558&T –558-Riverside Station - Newt -5 -34 -2.5 0.0 6.8 30.6
108 56&T –56– WF (Watertown-Crafts St 10 63 5.3 11.9 6.3 31.7
109 57&T –57-Watertown Yard - Kenmore 19 110 20.4 5.4 5.8 64.5
110 58&T –58– WF (MarketPlace Drive-W 10 68 5.6 12.1 6.8 33.8
111 59&T –59-Needham Junction - Watert 6 57 5.3 10.7 9.5 53.0
112 60&T –60-Chestnut Hill - Kenmore S 3 19 2.9 6.6 6.3 57.6
113 61&T –61-North Waltham - Waltham C 3 10 2.1 4.6 3.3 43.0
114 62&T –62-Bedford VA Hospital - Ale 9 106 7.2 14.8 11.8 47.8
115 627&T –62/76-Bedford VA Hospital - -3 -53 -2.4 0.0 17.8 48.6
116 64&T –64-Oak Square - University P 2 11 1.5 7.6 5.6 44.7
117 65&T –65-Brighton Center - Kenmore -11 -41 -4.2 0.0 3.8 23.2
118 66&T –66-Harvard Square - Nubian S -2 13 11.0 1.2 -6.6 -330.0
119 67&T –67-Turkey Hill - Alewife Sta 1 -2 0.0 0.0 -1.6 -2.4
120 68&T –68-Harvard Square - Kendall/ 6 12 1.0 12.5 2.0 9.8
121 69&T –69-Harvard Square - Lechmere 0 1 0.6 1.4 Inf Inf
122 7&T –7-City Point - Otis Street & 9 321 23.0 14.0 35.6 153.2
123 70&T –70-Market Place Drive or Wal 14 97 8.7 11.1 6.9 37.2
124 708&T –CT3-Beth Israel Deaconess Ho -18 -55 -8.2 0.0 3.1 27.4
125 71&T –71-Watertown Square - Harvar 12 68 8.0 8.6 5.7 39.8
126 712&T –712-Point Shirley - Orient H -24 -72 -5.7 0.0 3.0 14.2
127 713&T –713-Point Shirley - Orient H -22 -66 -5.7 0.0 3.0 15.5
128 714&T –714-Pemberton Point, Hull - 1 7 2.0 3.7 7.4 121.8
129 716&T –716-Cobbs Corner - Mattapan -3 -30 -1.5 0.0 10.1 31.0
130 73&T –73-Waverley Square - Harvard 15 67 8.5 7.9 4.5 34.1
131 74&T –74-Belmont Center - Harvard 5 23 3.1 7.3 4.6 37.7
132 741&T –SL1-Logan Airport Terminals 15 32 2.5 12.9 2.1 9.8
133 742&T –SL2-Design Center - South St 6 140 3.0 46.2 23.3 30.2
134 743&T –SL3-Chelsea Station - South 3 -6 1.1 -5.1 -1.9 22.4
135 746&T –SLW-Silver Line Way - South -30 -30 -2.7 0.0 1.0 5.3
136 747&T –CT2-Sullivan Square Station -16 -88 -12.2 0.0 5.5 45.9
137 749&T –SL5-Nubian Station - Temple 50 122 21.7 5.6 2.4 26.0
138 75&T –75-Belmont Center - Harvard 1 16 2.4 6.5 15.6 143.4
139 751&T –SL4-Nubian Station - South S -44 -99 -11.9 0.0 2.2 16.2
140 76&T –76-Lincoln Lab - Alewife Sta 6 78 4.4 17.6 13.0 44.2
141 77&T –77-Arlington Heights - Harva 12 65 15.2 4.3 5.4 76.0
142 78&T –78-Arlmont Village - Harvard 0 -3 3.2 -0.8 -Inf Inf
143 8&T –8-Harbor Point - Kenmore Sta 32 52 12.0 4.4 1.6 22.4
144 80&T –80-Arlington Center - Lechme 5 221 12.8 17.3 44.2 153.2
145 83&T –83-Rindge Avenue - Central S 3 10 2.2 4.6 3.5 44.6
146 85&T –85-Spring Hill - Kendall/MIT 3 76 10.2 7.4 25.3 204.2
147 86&T –86-Sullivan Square Station - -15 -137 -16.6 0.0 9.1 66.3
148 87&T –87-Clarendon Hill or Arlingt -7 -30 -2.9 0.0 4.3 24.7
149 88&T –88-Clarendon Hill - Lechmere -25 -96 -10.7 0.0 3.8 25.8
150 89&T –89-Clarendon Hill or Davis S -19 -58 -4.5 0.0 3.1 14.2
151 8993&T –89/93-Clarendon Hill - Hayma -1 -6 -0.5 0.0 5.6 31.2
152 9&T –9-City Point - Copley Square 3 20 4.0 5.1 6.8 79.4
153 90&T –90-Davis Station - Assembly 13 64 6.0 10.6 4.9 27.9
154 91&T –91-Sullivan Square Station - -14 -30 -4.0 0.0 2.2 17.1
155 92&T –92-Sullivan Square Station - -17 -40 -5.2 0.0 2.3 18.5
156 93&T –93-Sullivan Square Station - -19 -56 -7.9 0.0 3.0 24.9
157 94&T –94-Medford Square - Davis St -14 -59 -6.1 0.0 4.2 26.2
158 95&T –95-West Medford or Arlington -3 1 1.2 0.7 -0.3 -25.0
159 96&T –96-Medford Square - Harvard 46 349 42.6 8.2 7.6 55.5
160 97&T –97-Malden Center Station - W -9 -35 -4.0 0.0 3.9 26.7
161 99&T –99-Woodland Road - Wellingto 1 10 0.0 0.0 9.7 0.0
162 Blue&T –Blue Line-Blue Line-Rapid Tr 12 71 4.1 17.4 5.9 20.5
163 CR-Fairmount&T –Fairmount Line-Fairmount Lin 24 217 11.8 18.4 9.0 29.4
164 CR-Fitchburg&T –Fitchburg Line-Fitchburg Lin 59 1,950 63.0 31.0 33.0 64.0
165 CR-Franklin&T –Franklin/Foxboro Line-Frankl 8 280 8.4 33.1 35.0 63.4
166 CR-Greenbush&T –Greenbush Line-Greenbush Lin 5 121 4.4 27.3 24.2 53.2
167 CR-Haverhill&T –Haverhill Line-Haverhill Lin 19 341 13.8 24.7 17.9 43.6
168 CR-Kingston&T –Kingston Line-Kingston Line- 7 231 6.3 36.7 33.0 53.9
169 CR-Lowell&T –Lowell Line-Lowell Line-Comm 29 443 16.2 27.3 15.3 33.6
170 CR-Middleborough&T –Middleborough/Lakeville Line 4 138 3.5 39.5 34.5 52.3
171 CR-Newburyport&T –Newburyport/Rockport Line-Ne 30 1,145 39.1 29.3 38.2 78.2
172 CR-Worcester&T –Framingham/Worcester Line-Fr 25 718 24.9 28.8 28.7 59.8
173 CR: FALL River&T –Fall River-Fall River 16 901 23.9 37.6 56.3 89.8
174 Green-B&T –B-Green Line B-Rapid Transit 8 41 4.2 9.8 5.1 31.2
175 Green-C&T –C-Green Line C-Rapid Transit 9 36 3.8 9.4 4.0 25.6
176 Green-D&T –D-Green Line D-Rapid Transit 2 29 3.6 8.2 14.6 107.1
177 Green-E&T –E-Green Line E-Rapid Transit -15 -40 -2.4 0.0 2.7 9.7
178 Mattapan&T –Mattapan Trolley-Mattapan Tr 29 70 3.9 18.1 2.4 8.0
179 Orange&T –Orange Line-Orange Line-Rapi 37 405 25.0 16.1 10.9 40.6
180 Red&T –Red Line-Red Line-Rapid Tran 92 1,296 82.9 15.6 14.1 54.0
181 Total
556 11,734 840.4 14.0 21.1 90.7

The following table shows the differences between the current year and No-Build alternatives for the off-peak period.

Table 10.03-04: Incremental Changes in Transit Service Levels (No-Build minus Existing) [OFF-PEAK]
ID Name Trips Miles Hours Avg Speed Avg Dist Avg Time
1 1&T –1-Harvard Square - Nubian St 23 103 9.7 10.6 4.5 25.2
2 10&T –10-City Point - Copley Squar 6 31 3.1 9.9 5.1 31.2
3 100&T –100-Elm Street - Wellington -4 -13 -1.1 11.7 3.2 16.2
4 101&T –101-Malden Center Station - 29 192 19.9 9.7 6.6 41.1
5 104&T –104-Malden Center Station - 23 188 19.0 9.9 8.2 49.6
6 105&T –105-Malden Center Station - 14 118 7.3 16.2 8.4 31.2
7 106&T –106-Lebanon Loop - Wellingto 8 39 3.0 13.0 4.8 22.3
8 108&T –108-Linden Square - Wellingt 8 64 5.5 11.7 8.0 41.1
9 109&T –109-Linden Square - Sullivan 25 251 21.6 11.6 10.0 52.0
10 11&T –11-City Point - Chauncy Stre -4 -22 -3.2 6.9 5.5 48.3
11 110&T –110-Wonderland Station - Wel 34 182 15.8 11.6 5.4 27.8
12 111&T –111-Woodlawn - Haymarket Sta -31 -146 -13.6 10.8 4.7 26.3
13 112&T –112-Wellington Station - Woo -2 -43 -6.1 7.1 21.6 182.1
14 113&T –113– WF+ (Assembly-Sullivan 12 59 6.0 9.8 4.9 30.0
15 114&T –114-Market Basket - Maverick -11 -26 -3.2 0.0 2.3 17.3
16 116&T –116-Wonderland Station - Mav 34 176 12.9 13.6 5.2 22.8
17 117&T –117-Wonderland Station - Mav -32 -148 -20.3 0.0 4.6 38.0
18 119&T –119-Northgate Shopping Cente 16 152 12.6 12.0 9.5 47.4
19 12&T –T12– HF (Brookline Village- 55 313 43.5 7.2 5.7 47.5
20 120&T –120-Orient Heights Station - 5 105 10.8 9.7 21.1 129.7
21 131&T –131-Melrose Highlands - Mald 12 126 8.6 14.7 10.5 43.0
22 132&T –132-Redstone Shopping Center 2 12 0.5 23.7 5.9 15.0
23 134&T –134-North Woburn - Wellingto 6 76 8.4 9.1 12.8 84.3
24 137&T –137-Reading Depot - Malden C -4 -50 -3.4 14.7 12.5 51.0
25 14&T –14-Roslindale Square - Heath 0 -23 -3.5 6.6 -Inf -Inf
26 15&T –15-Fields Corner Station or 7 75 7.5 10.0 10.8 64.3
27 16&T –16-Forest Hills Station - An 7 13 -3.0 -4.4 1.9 -25.7
28 17&T –17-Fields Corner Station - A -8 -22 -2.4 8.9 2.7 18.2
29 18&T –18-Ashmont Station - Andrew -1 3 -0.3 -9.3 -3.1 19.8
30 19&T –19-Fields Corner Station - K -16 -57 -8.9 0.0 3.6 33.6
31 201&T –201-Fields Corner Loop via N -3 -7 -1.4 4.8 2.3 28.4
32 202&T –202-Fields Corner Loop via A 18 43 3.9 10.9 2.4 13.0
33 21&T –21-Ashmont Station - Forest 0 0 0.2 1.0 Inf Inf
34 210&T –210-Quincy Center Station - -1 -2 -0.6 4.3 2.4 34.2
35 211&T –211-Quincy Center Station - 2 12 0.8 14.2 5.9 24.9
36 215&T –215-Quincy Center Station - 7 46 2.6 17.7 6.6 22.3
37 216&T –216-Houghs Neck - Quincy Cen 6 61 2.8 22.1 10.2 27.7
38 22&T –22-Ashmont Station - Ruggles 6 55 4.1 13.3 9.2 41.5
39 220&T –220-Hingham Depot - Quincy C 2 13 -0.2 -62.5 6.3 -6.0
40 222&T –222-East Weymouth - Quincy C 4 34 1.0 33.5 8.5 15.1
41 225&T –225-Weymouth Landing - Quinc -22 -97 -8.4 0.0 4.4 22.9
42 225A&T –225-(variant) - WF+ (Quincy 12 54 4.0 13.4 4.5 20.0
43 225B&T –225– WF+ (Quincy Center-Qui 12 50 3.8 13.2 4.2 19.0
44 226&T –226-Columbian Square - Brain 3 15 1.8 8.3 5.1 37.0
45 23&T –23-Ashmont Station - Ruggles 3 18 1.6 11.4 6.1 32.0
46 230&T –230-Montello Station - Quinc 2 21 0.5 45.4 10.7 14.1
47 236&T –236-South Shore Plaza - Quin 3 21 0.9 24.2 7.0 17.4
48 238&T –238-Holbrook/Randolph Statio 2 -6 -1.1 4.9 -2.8 -33.9
49 24&T –24-Wakefield Avenue & Truman 7 97 6.9 14.0 13.8 59.0
50 240&T –240-Avon Square - Ashmont St -8 -70 -3.8 18.4 8.7 28.5
51 245&T –245-Quincy Center Station - 12 92 5.6 16.4 7.6 28.0
52 26&T –26-Ashmont Station - Norfolk 5 10 0.5 22.1 2.1 5.6
53 28&T –28-Mattapan Station - Ruggle 29 284 33.8 8.4 9.8 69.8
54 29&T –29-Mattapan Station - Jackso -2 -10 -1.7 5.4 4.8 52.5
55 30&T –30-Mattapan Station - Forest -2 -6 -0.8 7.5 3.1 24.9
56 31&T –31-Mattapan Station - Forest 11 37 1.8 20.8 3.4 9.7
57 32&T –32-Wolcott or Cleary Square 27 123 8.3 14.8 4.5 18.4
58 33&T –33-River Street & Milton Str -9 -42 -3.9 0.0 4.7 26.1
59 34&T –34-Dedham Square - Forest Hi 7 66 5.0 13.2 9.5 43.3
60 34E&T –34E-Walpole Center - Forest -7 -96 -8.5 11.2 13.7 73.1
61 35&T –35-Dedham Mall or Stimson St 6 35 3.7 9.5 5.9 36.8
62 350&T –350-North Burlington - Alewi -10 -138 -8.3 0.0 13.8 49.7
63 354&T –354-North Burlington - State -2 -35 -1.7 0.0 17.3 51.9
64 36&T –36-Millennium Park or VA Hos 8 59 5.4 11.0 7.4 40.1
65 37&T –37-Baker Street & Vermont St -12 -48 -3.8 0.0 4.0 18.8
66 38&T –38-Wren Street - Forest Hill 0 16 5.0 3.2 Inf Inf
67 39&T –39-Forest Hills Station - Ba 10 46 6.4 7.2 4.6 38.3
68 40&T –40-Georgetowne - Forest Hill 2 29 2.3 12.6 14.7 69.9
69 41&T –41-Centre Street & Eliot Str -1 -11 -0.3 32.3 11.3 21.0
70 411&T –411-Kennedy Drive or Jack Sa -8 -76 -7.4 0.0 9.5 55.3
71 42&T –42-Forest Hills Station - Nu -2 34 3.5 9.6 -16.8 -105.0
72 426&T –426-Central Square, Lynn - H 14 87 6.6 13.0 6.2 28.5
73 429&T –429-Northgate Shopping Cente 3 27 4.0 6.9 9.1 79.8
74 43&T –43-Ruggles Station - Park St -6 -13 -2.2 5.9 2.2 22.2
75 430&T –430-Saugus Center - Malden C -9 -70 -5.6 0.0 7.8 37.5
76 435&T –435-Liberty Tree Mall - Cent 3 26 -0.1 -327.0 8.7 -1.6
77 436&T –436-Liberty Tree Mall - Cent 2 27 2.2 12.6 13.7 65.1
78 439&T –439-Nahant - Wonderland Stat 5 23 1.3 17.6 4.6 15.6
79 44&T –44-Jackson Square Station - -8 -37 -5.7 6.5 4.6 42.6
80 441&T –441-Marblehead - Wonderland -10 -113 -7.5 0.0 11.3 45.0
81 441442&T –441/442-Marblehead - Wonderl -4 -22 -1.7 0.0 5.5 26.0
82 442&T –442-Marblehead - Wonderland 14 143 9.4 15.2 10.2 40.3
83 45&T –45-Franklin Park - Ruggles S 4 15 1.7 9.0 3.9 25.6
84 450&T –450-Salem Depot - Wonderland 11 63 4.4 14.2 5.7 24.2
85 451&T –451-North Beverly Station - 5 23 2.4 9.7 4.6 28.4
86 455&T –455-Salem Depot - Wonderland 5 24 1.1 22.8 4.8 12.6
87 456&T –456-Salem Depot - Central Sq -8 -49 -4.2 0.0 6.1 31.3
88 47&T –47-Central Square, Cambridge 27 92 7.8 11.7 3.4 17.4
89 50&T –50-Cleary Square - Forest Hi 2 36 2.9 12.4 17.9 86.4
90 501&T –501-Brighton Center - Federa -2 -18 -1.3 0.0 8.8 38.4
91 504&T –504-Watertown Yard - Federal -9 -67 -4.6 14.5 7.4 30.5
92 505&T –505-Waltham Center - Federal -1 -13 -0.7 0.0 13.0 42.0
93 51&T –51-Reservoir Station - Fores 1 8 0.8 9.8 7.7 46.8
94 52&T –52-Dedham Mall - Watertown Y 2 12 0.2 49.3 6.2 7.5
95 53&T –53– WF (MarketPlace Drive-B 12 67 6.4 10.4 5.6 32.0
96 54&T –54– WF (Arlington-Waltham) 12 76 5.8 13.2 6.4 29.0
97 55&T –55-West Fenway - Copley Squa -2 -3 -1.7 1.8 1.5 50.1
98 553&T –553-Roberts - Newton Corner- -13 -92 -7.7 0.0 7.0 35.6
99 554&T –554-Waverley Square - Newton -1 -8 -0.6 0.0 8.4 34.2
100 558&T –558-Riverside Station - Newt -1 -7 -0.5 0.0 6.8 28.2
101 56&T –56– WF (Watertown-Crafts St 12 75 5.7 13.2 6.3 28.5
102 57&T –57-Watertown Yard - Kenmore 9 50 2.9 17.3 5.6 19.3
103 58&T –58– WF (MarketPlace Drive-W 12 82 6.2 13.2 6.8 31.0
104 59&T –59-Needham Junction - Watert -2 -14 -0.9 15.4 6.9 27.0
105 60&T –60-Chestnut Hill - Kenmore S 9 52 3.1 17.0 5.8 20.6
106 61&T –61-North Waltham - Waltham C 2 2 1.2 2.0 1.2 37.5
107 62&T –62-Bedford VA Hospital - Ale 11 130 6.9 18.8 11.8 37.8
108 627&T –62/76-Bedford VA Hospital - -11 -187 -9.4 0.0 17.0 51.4
109 64&T –64-Oak Square - University P 8 42 2.9 14.3 5.2 21.9
110 65&T –65-Brighton Center - Kenmore 12 51 6.0 8.5 4.2 29.9
111 66&T –66-Harvard Square - Nubian S 3 31 -1.3 -24.3 10.3 -25.4
112 67&T –67-Turkey Hill - Alewife Sta -5 -23 -1.6 14.6 4.6 19.0
113 68&T –68-Harvard Square - Kendall/ -14 -28 -3.4 0.0 2.0 14.5
114 69&T –69-Harvard Square - Lechmere 3 8 0.0 Inf 2.6 0.0
115 7&T –7-City Point - Otis Street & 36 353 26.2 13.5 9.8 43.7
116 70&T –70-Market Place Drive or Wal 16 102 3.4 29.7 6.4 12.9
117 708&T –CT3-Beth Israel Deaconess Ho -10 -31 -5.0 0.0 3.1 29.7
118 71&T –71-Watertown Square - Harvar 15 69 4.8 14.4 4.6 19.2
119 712&T –712-Point Shirley - Orient H -20 -63 -4.3 0.0 3.1 12.9
120 713&T –713-Point Shirley - Orient H -21 -66 -5.1 0.0 3.1 14.7
121 714&T –714-Pemberton Point, Hull - 3 23 2.2 10.9 7.8 43.0
122 716&T –716-Cobbs Corner - Mattapan -1 -7 -0.3 22.2 7.1 19.2
123 73&T –73-Waverley Square - Harvard 15 66 4.9 13.6 4.4 19.4
124 74&T –74-Belmont Center - Harvard 3 16 1.5 10.9 5.4 30.0
125 741&T –SL1-Logan Airport Terminals -13 -56 -7.2 7.8 4.3 33.5
126 742&T –SL2-Design Center - South St 9 127 0.7 189.3 14.1 4.5
127 743&T –SL3-Chelsea Station - South -4 -39 -3.1 12.7 9.7 45.8
128 746&T –SLW-Silver Line Way - South -6 -6 -0.6 0.0 1.0 5.5
129 747&T –CT2-Sullivan Square Station -12 -66 -9.6 0.0 5.5 47.8
130 749&T –SL5-Nubian Station - Temple 37 91 9.8 9.3 2.5 15.9
131 75&T –75-Belmont Center - Harvard 5 24 3.2 7.5 4.8 38.5
132 751&T –SL4-Nubian Station - South S -33 -74 -10.9 0.0 2.2 19.8
133 76&T –76-Lincoln Lab - Alewife Sta 6 76 3.4 21.9 12.6 34.5
134 77&T –77-Arlington Heights - Harva 9 49 3.1 15.9 5.4 20.5
135 78&T –78-Arlmont Village - Harvard -6 -43 -2.3 18.3 7.1 23.3
136 8&T –8-Harbor Point - Kenmore Sta 37 85 10.7 7.9 2.3 17.4
137 80&T –80-Arlington Center - Lechme -2 138 4.8 28.4 -68.8 -145.5
138 83&T –83-Rindge Avenue - Central S 4 14 0.1 97.7 3.4 2.1
139 85&T –85-Spring Hill - Kendall/MIT 6 40 4.4 9.0 6.7 44.5
140 86&T –86-Sullivan Square Station - -3 -63 -11.2 5.6 20.9 224.6
141 87&T –87-Clarendon Hill or Arlingt -9 -45 -5.9 7.6 5.0 39.1
142 88&T –88-Clarendon Hill - Lechmere -21 -80 -9.2 0.0 3.8 26.4
143 89&T –89-Clarendon Hill or Davis S 0 1 -0.8 -1.3 Inf -Inf
144 9&T –9-City Point - Copley Square 17 61 5.4 11.3 3.6 19.0
145 90&T –90-Davis Station - Assembly 20 94 7.7 12.3 4.7 23.0
146 91&T –91-Sullivan Square Station - -12 -26 -3.8 0.0 2.2 18.8
147 92&T –92-Sullivan Square Station - -11 -26 -3.7 0.0 2.3 20.3
148 93&T –93-Sullivan Square Station - -21 -60 -8.9 0.0 2.9 25.4
149 94&T –94-Medford Square - Davis St -16 -66 -7.1 0.0 4.1 26.7
150 95&T –95-West Medford or Arlington 12 73 4.6 16.0 6.1 22.9
151 96&T –96-Medford Square - Harvard 40 313 34.5 9.1 7.8 51.8
152 97&T –97-Malden Center Station - W -8 -31 -3.3 0.0 3.9 25.0
153 99&T –99-Woodland Road - Wellingto 4 28 2.4 12.0 7.1 35.5
154 Blue&T –Blue Line-Blue Line-Rapid Tr -3 -17 -1.0 17.3 5.8 20.0
155 CR-Fairmount&T –Fairmount Line-Fairmount Lin 21 199 10.7 18.6 9.5 30.6
156 CR-Fitchburg&T –Fitchburg Line-Fitchburg Lin 51 1,579 46.6 33.9 31.0 54.8
157 CR-Franklin&T –Franklin/Foxboro Line-Frankl 8 272 9.4 29.0 34.0 70.3
158 CR-Greenbush&T –Greenbush Line-Greenbush Lin 1 24 0.4 63.8 24.2 22.8
159 CR-Haverhill&T –Haverhill Line-Haverhill Lin 18 323 12.8 25.2 17.9 42.7
160 CR-Kingston&T –Kingston Line-Kingston Line- 2 66 1.5 44.0 33.0 45.0
161 CR-Lowell&T –Lowell Line-Lowell Line-Comm 22 494 17.3 28.5 22.4 47.3
162 CR-Middleborough&T –Middleborough/Lakeville Line 1 34 0.7 51.5 34.5 40.2
163 CR-Newburyport&T –Newburyport/Rockport Line-Ne 61 1,572 57.0 27.6 25.8 56.1
164 CR-Worcester&T –Framingham/Worcester Line-Fr 32 884 31.5 28.1 27.6 59.0
165 CR: FALL River&T –Fall River-Fall River 12 676 17.9 37.7 56.3 89.8
166 Green-B&T –B-Green Line B-Rapid Transit -5 -32 -6.7 4.8 6.3 79.9
167 Green-C&T –C-Green Line C-Rapid Transit -4 -20 -4.9 4.1 5.1 73.7
168 Green-D&T –D-Green Line D-Rapid Transit 7 98 8.7 11.2 13.9 74.9
169 Green-E&T –E-Green Line E-Rapid Transit -4 -34 -4.2 8.0 8.4 63.3
170 Mattapan&T –Mattapan Trolley-Mattapan Tr 12 29 1.6 18.1 2.4 8.0
171 Orange&T –Orange Line-Orange Line-Rapi 9 98 6.1 16.1 10.9 40.8
172 Red&T –Red Line-Red Line-Rapid Tran 69 975 65.3 14.9 14.1 56.8
173 Total
802 11,184 548.5 20.4 13.9 41.0

4.1.4 Park-Ride Lots

Changes in PNR can be discovered by comparing the Existing Year and No-Build pnr.txt files.

4.2 Incremental Transit Trips (No Build - Existing)

The following trip tables are sorted & aggregated according to the 10 corridor districts.

Table 681.01: Incremental Transit Trips (No-Build minus Existing)
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 14,032 296 596 2,476 806 416 960 14 0 150 136 19,884
Maldn 8,290 1,820 1,194 6,192 424 156 2,688 12 10 406 200 21,392
EBstn 5,950 392 5,760 1,044 476 256 8,128 32
  • 36
52 158 22,212
Smrvl 3,118 484 228 4,056 142 320 648 36 0 422 238 9,692
SBstn 8,104 184 1,652 1,228 3,194 1,104 1,408 12 6 176 1,076 18,142
Rxbry 3,248 316 800 808 1,138 1,128 5,750 12 4 108 472 13,782
Brkln 5,802 700 800 964 388 820 6,930 8
  • 2
132 488 17,028
Mlrse 2,088 280 188 556 44 36 308 58 8 70 44 3,682
Lynn 2,818 128 1,096 1,176 74 32 412 12 -120 48 14 5,692
Wlthm 2,062 142 168 1,074 80 100 436 20 0 212
  • 62
4,230
Other 39,790 1,748 2,952 4,196 2,360 2,928 5,184 172 4 350 12,052 71,728
Total 95,304 6,494 15,430 23,768 9,124 7,296 32,846 382 -124 2,128 14,816 207,464

There are 132,968 intra-corridor trips (64% of total), 2,766 corridor to outside corridor trips (1%), 59,678 outside corridor to inside corridor trips (29%), and 12,051 trips traveling outside the corridor (6%).

4.3 Ridership Responses (Loading/Assignment Data)

4.3.1 Route-Level Boardings

Table 10.01: Comparison of Route-level Existing and No-Build Volumes
ID Route Existing Walk KNR PNR Total Delta
1 Blue&T –Blue Line-Blue Line-Rapid Tr 48,947 58,719 3,758 12,220 74,697 25,750
2 Boat-EastBoston&T –East Boston Ferry-East Bosto 0 0 0 0 0 0
3 Boat-F1&T –Hingham/Hull Ferry-Hingham/H 3,720 57 73 2,219 2,349 -1,371
4 Boat-F4&T –Charlestown Ferry-Charlestow 1,032 1,361 87 13 1,461 429
5 Boat-F6&T –Winthrop/Quincy Ferry-Winthr 100 145 12 14 171 71
6 Boat-Lynn&T –Lynn Ferry-Lynn Ferry-Ferry 77 7 26 0 33 -44
7 CR-Fairmount&T –Fairmount Line-Fairmount Lin 5,422 9,202 1,029 862 11,093 5,671
8 CR-Fitchburg&T –Fitchburg Line-Fitchburg Lin 7,430 7,815 2,678 13,657 24,150 16,720
9 CR-Franklin&T –Franklin/Foxboro Line-Frankl 12,091 3,739 1,071 9,658 14,468 2,377
10 CR-Greenbush&T –Greenbush Line-Greenbush Lin 4,226 890 292 6,396 7,579 3,353
11 CR-Haverhill&T –Haverhill Line-Haverhill Lin 4,548 3,991 742 8,411 13,144 8,596
12 CR-Kingston&T –Kingston Line-Kingston Line- 5,978 800 542 9,137 10,479 4,501
13 CR-Lowell&T –Lowell Line-Lowell Line-Comm 7,329 2,737 671 7,734 11,141 3,812
14 CR-Middleborough&T –Middleborough/Lakeville Line 7,258 4,025 879 3,293 8,196 938
15 CR-Needham&T –Needham Line-Needham Line-Co 6,877 6,168 520 1,851 8,539 1,662
16 CR-Newburyport&T –Newburyport/Rockport Line-Ne 12,031 13,308 1,684 11,110 26,102 14,071
17 CR-Providence&T –Providence/Stoughton Line-Pr 21,902 5,646 3,940 18,271 27,857 5,955
18 CR-Worcester&T –Framingham/Worcester Line-Fr 17,135 18,279 5,178 13,050 36,507 19,372
19 Green-B&T –B-Green Line B-Rapid Transit 36,878 39,822 1,723 2,737 44,281 7,403
20 Green-C&T –C-Green Line C-Rapid Transit 17,481 18,933 982 1,940 21,855 4,374
21 Green-D&T –D-Green Line D-Rapid Transit 30,302 29,043 2,345 5,451 36,838 6,536
22 Green-E&T –E-Green Line E-Rapid Transit 26,819 27,636 2,052 4,307 33,995 7,176
23 Mattapan&T –Mattapan Trolley-Mattapan Tr 4,591 4,741 324 1,744 6,808 2,217
24 NCS&M –Natick Commuter Shuttle-Nati 9 7 0 1 9 0
25 Orange&T –Orange Line-Orange Line-Rapi 115,464 120,990 11,094 29,760 161,844 46,380
26 Red&T –Red Line-Red Line-Rapid Tran 130,616 128,507 10,443 28,194 167,145 36,529

4.3.2 Mode of Access at Stations

Table 9.01: Comparison of Stop-Level No-Build and Existing Year Boardings
ID Stop Name Walk KNR PNR Xfer Boardings Existing Boardings Delta
NA NA NA NA NA NA NA NA NA NA
:– :– :——— —-: —: —: —-: ———: ——————: —–:

5.0 Build Assumptions & Results

The purpose of this section is to provide the necessary information to confirm the plausibility of the Build predictions given the assumed changes in transit supply and demographic assumptions…

We evaluate the ridership responses in the mode of access at stations, changes in total transit trip flows, change in route ridership, and the consistency between changes in supply with ridership responses. Separately we analyze the consistency with peer projects, both local and with other metro areas.

5.1 Changes in Assumptions

Forecast assumptions include population, employment, highway speeds and transit service levels. All differences in these assumptions between the No-Build and Build must be due to the project definition.

5.1.1 Population & Employment

Differences in population and employment between the No-Build and Build assumptions are not permitted in Capital Investment Grant (CIG) forecasts. The following table shows all districts with a non-zero difference in population or employment between the No-Build and Build alternatives.

## [1] "No change in population & employment between the No-Build and Build alternatives."

5.1.2 Auto Speeds

There should be no difference in highway speeds between the No-Build and Build alternatives. The total difference in highway speeds for this alternative is 0. Non-zero district-to-district changes are shown in the table below. If the highway speeds for the No-Build and Build alternatives are identical, no table will be displayed.

## [1] "No change in auto travel speeds between the No-Build and Build alternatives."

5.1.3 Transit Service Levels

Differences in transit service should reflect only those changes necessary for the proposed project. The following table shows the differences between the No-Build and Build alternatives for the peak period.
Table 10.03-04: Incremental Changes in Transit Service Levels (Build minus No-Build) [PEAK]
ID Name Trips Miles Hours Avg Speed Avg Dist Avg Time
1 Total
0 0 0.0 0.0 NA NA
The following table shows the differences between the No-Build and Build alternatives for the off-peak period.
Table 10.03-04: Incremental Changes in Transit Service Levels (Build minus No-Build) [OFF-PEAK]
ID Name Trips Miles Hours Avg Speed Avg Dist Avg Time
1 Total
0 0 0.0 0.0 NA NA

5.1.4 Park-Ride Lots

PNR lots should only differ by those lots directly related to the project.

5.2 Project Trips

Project Trips are defined as trips that board, alight or travel through a new station. The number of project trips is 0. The number of new linked transit trips is 0, or 0% of ridership. If the percentage of new riders is much greater than 50%, this may indicate that the project (a) represents a significant increase in corridor transit service, (b) the Fixed-Guideway Setting may be driving much of the project ridership, or a combination of (a) and (b). High percentages of new riders could involve higher FTA scrutiny.

The following trip tables are sorted & aggregated according to the 10 corridor districts.

Table 4.03: Project Trips
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 0 0 0 0 0 0 0 0 0 0 0 0
Maldn 0 0 0 0 0 0 0 0 0 0 0 0
EBstn 0 0 0 0 0 0 0 0 0 0 0 0
Smrvl 0 0 0 0 0 0 0 0 0 0 0 0
SBstn 0 0 0 0 0 0 0 0 0 0 0 0
Rxbry 0 0 0 0 0 0 0 0 0 0 0 0
Brkln 0 0 0 0 0 0 0 0 0 0 0 0
Mlrse 0 0 0 0 0 0 0 0 0 0 0 0
Lynn 0 0 0 0 0 0 0 0 0 0 0 0
Wlthm 0 0 0 0 0 0 0 0 0 0 0 0
Other 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0

There are 0 intra-corridor trips (NA of total), 0 corridor to outside corridor trips (NA), 0 outside corridor to inside corridor trips (NA), and 0 trips traveling outside the corridor (NA).

5.3 Ridership Responses (Loading/Assignment Data)

5.3.1 Project Station-to-Station Flows

## [1] "The calibration flag is TRUE; no project mode to analyze."

5.3.2 Mode of Access at Stations

Table 9.01: Comparison of Build and No-Build Boardings
ID Stop Name Walk KNR PNR Xfer Build No-Build Delta
NA NA NA NA NA NA NA NA NA NA
:– :– :——— —-: —: —: —-: —–: ——–: —–:

5.3.3 Route-Level Boardings

Table 10.01: Comparison of Route-level No-Build and Build Volumes
ID Route No-Build Walk KNR PNR Total Delta
1 Blue&T –Blue Line-Blue Line-Rapid Tr 74,697 58,719 3,758 12,220 74,697 0
2 Boat-EastBoston&T –East Boston Ferry-East Bosto 0 0 0 0 0 0
3 Boat-F1&T –Hingham/Hull Ferry-Hingham/H 2,349 57 73 2,219 2,349 0
4 Boat-F4&T –Charlestown Ferry-Charlestow 1,461 1,361 87 13 1,461 0
5 Boat-F6&T –Winthrop/Quincy Ferry-Winthr 171 145 12 14 171 0
6 Boat-Lynn&T –Lynn Ferry-Lynn Ferry-Ferry 33 7 26 0 33 0
7 CR-Fairmount&T –Fairmount Line-Fairmount Lin 11,093 9,202 1,029 862 11,093 0
8 CR-Fitchburg&T –Fitchburg Line-Fitchburg Lin 24,150 7,815 2,678 13,657 24,150 0
9 CR-Franklin&T –Franklin/Foxboro Line-Frankl 14,468 3,739 1,071 9,658 14,468 0
10 CR-Greenbush&T –Greenbush Line-Greenbush Lin 7,579 890 292 6,396 7,579 0
11 CR-Haverhill&T –Haverhill Line-Haverhill Lin 13,144 3,991 742 8,411 13,144 0
12 CR-Kingston&T –Kingston Line-Kingston Line- 10,479 800 542 9,137 10,479 0
13 CR-Lowell&T –Lowell Line-Lowell Line-Comm 11,141 2,737 671 7,734 11,141 0
14 CR-Middleborough&T –Middleborough/Lakeville Line 8,196 4,025 879 3,293 8,196 0
15 CR-Needham&T –Needham Line-Needham Line-Co 8,539 6,168 520 1,851 8,539 0
16 CR-Newburyport&T –Newburyport/Rockport Line-Ne 26,102 13,308 1,684 11,110 26,102 0
17 CR-Providence&T –Providence/Stoughton Line-Pr 27,857 5,646 3,940 18,271 27,857 0
18 CR-Worcester&T –Framingham/Worcester Line-Fr 36,507 18,279 5,178 13,050 36,507 0
19 Green-B&T –B-Green Line B-Rapid Transit 44,281 39,822 1,723 2,737 44,281 0
20 Green-C&T –C-Green Line C-Rapid Transit 21,855 18,933 982 1,940 21,855 0
21 Green-D&T –D-Green Line D-Rapid Transit 36,838 29,043 2,345 5,451 36,838 0
22 Green-E&T –E-Green Line E-Rapid Transit 33,995 27,636 2,052 4,307 33,995 0
23 Mattapan&T –Mattapan Trolley-Mattapan Tr 6,808 4,741 324 1,744 6,808 0
24 NCS&M –Natick Commuter Shuttle-Nati 9 7 0 1 9 0
25 Orange&T –Orange Line-Orange Line-Rapi 161,844 120,990 11,094 29,760 161,844 0
26 Red&T –Red Line-Red Line-Rapid Tran 167,145 128,507 10,443 28,194 167,145 0

5.4 Incremental Transit Trips (Build - No Build)

Incremental linked trips represents the change in transit trips between the No-Build and Build alternatives.

Table 4.02: Incremental Linked Trips
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 0 0 0 0 0 0 0 0 0 0 0 0
Maldn 0 0 0 0 0 0 0 0 0 0 0 0
EBstn 0 0 0 0 0 0 0 0 0 0 0 0
Smrvl 0 0 0 0 0 0 0 0 0 0 0 0
SBstn 0 0 0 0 0 0 0 0 0 0 0 0
Rxbry 0 0 0 0 0 0 0 0 0 0 0 0
Brkln 0 0 0 0 0 0 0 0 0 0 0 0
Mlrse 0 0 0 0 0 0 0 0 0 0 0 0
Lynn 0 0 0 0 0 0 0 0 0 0 0 0
Wlthm 0 0 0 0 0 0 0 0 0 0 0 0
Other 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0

There are 0 intra-corridor trips (NA of total), 0 corridor to outside corridor trips (NA), 0 outside corridor to inside corridor trips (NA), and 0 trips traveling outside the corridor (NA).

5.5 Incremental VMT (Build - No Build)

The incremental passenger miles traveled (PMT) has been converted to incremental vehicle miles traveled (VMT) using an auto occupancy factor of 1.15. Reductions in VMT due to the project are shown as negative values.

In STOPS, PMT is calculated 16 for each alternative using the following formula:

\[\begin{aligned} PMT_{alt} = \sum_{i=1}^n\sum_{j=1}^n \{(AutoTrips_{ij}*AutoDist_{ij})+ \\ (AutoAccessTrips_{ij}*AutoAccessDist_{iS})\} \end{aligned}\]

where \(alt\) is the alternative (Existing, No Build or Build), \(i\) is the production zone, \(j\) is the attraction zone, \(S\) is the PNR or KNR drop-off station, \(AutoTrips_{ij}\) is the total auto person trips on the zonal pair, \(AutoDist_{ij}\) is the auto distance between the two zones, \(AutoAccessTrips_{ij}\) is the total auto-access person trips on the zonal pair, and \(AutoAccessDist_{iS}\) is the auto distance between the production zone and the PNR or KNR drop-off station.

Incremental (or delta) PMT is calculated as the difference between two alternatives:

\[\Delta PMT = PMT_{alt1} - PMT_{alt2}\] For transit alternatives, \(\Delta PMT\) should be negative - a positive beneficial reduction - since the Build project shifts person trips from auto to transit modes.

Extending the previous two equations:

\[\begin{aligned} \Delta PMT_{alt} = \sum_{i=1}^n\sum_{j=1}^n \{(\Delta AutoTrips_{ij}*AutoDist_{ij})+ \\ (\Delta AutoAccessTrips_{ij}*AutoAccessDist_{iS})\} \end{aligned}\]

where \(\Delta AutoTrips_{ij}\) are incremental transit trips (all access modes) multiplied by -1 to indicate they are a reduction of auto trips, and \(\Delta AutoAccessTrips_{ij}\) are incremental PNR and KNR transit trips. Between a typical No Build and Build, there is an increase in negative VMT from the reduction of auto trips and a corresponding decrease in negative VMT from the increase in auto access trips. Put another way: the amount of incremental VMT widens from the reduction of auto trips and narrows from the increase in auto access trips. A restating of the previous equation is:

\[\begin{aligned} \Delta PMT_{alt} = \sum_{i=1}^n\sum_{j=1}^n \{(\Delta TransitTrips_{ij}*-1*AutoDist_{ij})+ \\ (\Delta PNR/KNRTrips_{ij}*AutoAccessDist_{iS})\} \end{aligned}\]

Finally, incremental VMT is calculated by dividing the incremental PMT by a locally-derived auto occupancy factor. Common auto occupancy rates are 1.15-1.30. \[\Delta VMT_{alt} = \frac {\Delta PMT_{alt}} {AutoOccupancyFactor}\]

Table 8.01: Incremental VMT (AutoOccFac=1.15)
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 0 0 0 0 0 0 0 0 0 0 0 0
Maldn 0 0 0 0 0 0 0 0 0 0 0 0
EBstn 0 0 0 0 0 0 0 0 0 0 0 0
Smrvl 0 0 0 0 0 0 0 0 0 0 0 0
SBstn 0 0 0 0 0 0 0 0 0 0 0 0
Rxbry 0 0 0 0 0 0 0 0 0 0 0 0
Brkln 0 0 0 0 0 0 0 0 0 0 0 0
Mlrse 0 0 0 0 0 0 0 0 0 0 0 0
Lynn 0 0 0 0 0 0 0 0 0 0 0 0
Wlthm 0 0 0 0 0 0 0 0 0 0 0 0
Other 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0

Dividing incremental VMT by the new riders provides a reasonableness check. The numbers in the following table should be less than the project length.

Table 8.01b: Incremental VMT per New Rider (AutoOccFac=1.15)
Bostn Maldn EBstn Smrvl SBstn Rxbry Brkln Mlrse Lynn Wlthm Other Total
Bostn 0 0 0 0 0 0 0 0 0 0 0 0
Maldn 0 0 0 0 0 0 0 0 0 0 0 0
EBstn 0 0 0 0 0 0 0 0 0 0 0 0
Smrvl 0 0 0 0 0 0 0 0 0 0 0 0
SBstn 0 0 0 0 0 0 0 0 0 0 0 0
Rxbry 0 0 0 0 0 0 0 0 0 0 0 0
Brkln 0 0 0 0 0 0 0 0 0 0 0 0
Mlrse 0 0 0 0 0 0 0 0 0 0 0 0
Lynn 0 0 0 0 0 0 0 0 0 0 0 0
Wlthm 0 0 0 0 0 0 0 0 0 0 0 0
Other 0 0 0 0 0 0 0 0 0 0 0 0
Total 0 0 0 0 0 0 0 0 0 0 0 0

5.6 Capital Investment Grant (CIG) Metrics

The project trips is 0, the project trips from zero-car households is 0, the number of new linked trips is 0, and the change in VMT is 0 using an average auto occupancy factor of 1.15.

6.0 Technical Appendix

This section provides the complete listing of selected tables from the STOPS output file. These tables are searchable for easy referencing during analysis.

6.1 Station Boardings by Mode of Access (Daily)

The following is the complete STOPS 9.01 table. This table provides the modes of access (Walk, KNR, PNR, Xfer) by station for the existing, no-build and build alternatives. The columns are sortable. Use the search box to identify specific stations. Boarding counts are taken from Table 1.02 and included here for easy referencing.

6.2 Route-Level Boardings by Production-End Mode-of-Access(Daily)

The following is the complete STOPS 10.01 table. This table provides the count (if provided) and 3 modes of access (Walk, KNR, PNR) by route for the existing, no-build and build alternatives. The columns are sortable. Use the search box to identify specific stations.

6.3 Route-Level Boardings by Station Group (Daily)

The following is the complete STOPS 10.02 table. This table provides the existing, no-build and build boardings by station group and route. It also includes boardings by 3 modes of access (Walk, KNR, PNR) for the Build alternative only. The columns are sortable. Use the search box to identify specific stations.

6.4 Route-Level Trips, Miles and Hours

6.4.1 Peak Period

The following is the complete STOPS 10.03 table, which provides peak route-level totals of trips, miles, hours and average speed for existing, no build and build alternatives. Use the search box to identify specific routes. Columns are sortable.

The peak period reflects all transit routes that could conceivably be used for a trip arriving at its destination between 8 and 9 AM.

6.4.2 Off-Peak Period

The following is the complete STOPS 10.04 table, which provides off-peak route-level totals of trips, miles, hours and average speed for existing, no build and build alternatives. Use the search box to identify specific routes. Columns are sortable.

The off-peak period reflects all transit routes that could conceivably be used for a trip arriving at its destination between 12 and 1 PM.

6.5 Route-Level Boardings by Route Specific Mode-of-Access (daily)

The following is the complete STOPS 10.05 table, which provides daily count (if provided) route-level boardings by 4 modes of access (walk, KNR, PNR and Xfer) for the existing, no build and build alternatives. Use the search box to identify specific routes. Columns are sortable.

6.6 Route-to-Route Transfers (Daily)

The following is the complete STOPS 10.06 table, which provides daily route-level transfers by route for the existing, no build and build alternatives. Use the search box to identify specific routes. Columns are sortable. Please note that the results appear to be in O/D format.

6.7 Summary of Linked Transit Trips Trips

The following table reflects the series of STOPS 11.XX tables, which provide model and survey trips by submode, access mode, auto ownership and scenario. Use the search box to identify specific routes. Columns are filterable. To view the totals within each category, type “Total” in the Trip Purpose column, “All HH” in the HH Cars column, “All Transit” in the Sub-mode column and “All Access” in the Access mode column. The Delta columns reflect the difference between Model and Survey values within each category.

6.8 Project Station-to-Station Flows

The following table shows the project station-to-station flows.

## [1] "The calibration flag is TRUE; no project station-to-station flows to display."

References

  1. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 52-53.↩︎

  2. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p.55.↩︎

  3. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 53.↩︎

  4. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 60.↩︎

  5. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 55.↩︎

  6. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 57.↩︎

  7. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 23.↩︎

  8. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 57.↩︎

  9. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 57-58.↩︎

  10. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 55-56.↩︎

  11. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 59.↩︎

  12. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 59.↩︎

  13. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 59-60.↩︎

  14. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 60.↩︎

  15. “Simplified Trips on Project Software User Guide Version 2.52-2.53”. February 28, 2024 edition. Federal Transit Administration. p. 55.↩︎

  16. Ridership Forecasting with STOPS for Transit Project Planning. National Transit Institute workshop held in St. Paul, MN in September 2019.↩︎